Airworthiness Directives; Bell Helicopter Textron, Inc., Helicopters, 31860-31863 [2013-12522]
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Federal Register / Vol. 78, No. 102 / Tuesday, May 28, 2013 / Proposed Rules
(c) The hinge moment factor K for
ground gusts must be taken from the
following table:
Surface
K
(a) Aileron ......................................................................................................
(b) Aileron ......................................................................................................
(c) Elevator ....................................................................................................
(d) Elevator ....................................................................................................
(e) Rudder ......................................................................................................
(f) Rudder .......................................................................................................
Position of controls
0.75
*±0.50
*±0.75
*±0.75
0.75
0.75
Control Column locked or lashed in mid-position.
Ailerons at full throw.
Elevator full down.
Elevator full up.
Rudder in neutral.
Rudder at full throw.
wreier-aviles on DSK5TPTVN1PROD with PROPOSALS
* A positive value of K indicates a moment tending to depress the surface, while a negative value of K indicates a moment tending to raise the
surface.
(d) The computed hinge moment of
paragraph (b) of this section must be
used to determine the limit loads due to
ground gust conditions for the control
surface. A 1.25 factor on the computed
hinge moments must be used in
calculating limit control system loads.
(e) Where control system flexibility is
such that the rate of load application in
the ground gust conditions might
produce transient stresses appreciably
higher than those corresponding to
static loads, in the absence of a rational
analysis, an additional factor of 1.6 must
be applied to the control system loads
of paragraph (d) of this section to obtain
limit loads. If a rational analysis is used,
the additional factor must not be less
than 1.2.
(f) For the condition of the control
locks engaged, the control surfaces, the
control system locks, and the parts of
the control systems (if any) between the
surfaces and the locks must be designed
to the resultant limit loads. Where
control locks are not provided, then the
control surfaces, the control system
stops nearest the surfaces, and the parts
of the control systems (if any) between
the surfaces and the stops must be
designed to the resultant limit loads. If
the control system design is such as to
allow any part of the control system to
impact with the stops due to flexibility,
then the resultant impact loads must be
taken into account in deriving the limit
loads due to ground gust.
(g) For the condition of taxiing with
the control locks disengaged, the
following apply:
(1) The control surfaces, the control
system stops nearest the surfaces, and
the parts of the control systems (if any)
between the surfaces and the stops must
be designed to the resultant limit loads.
(2) The parts of the control systems
between the stops nearest the surfaces
and the flight deck controls must be
designed to the resultant limit loads,
except that the parts of the control
system where loads are eventually
reacted by the pilot need not exceed:
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(i) The loads corresponding to the
maximum pilot loads in § 25.397(c) for
each pilot alone; or
(ii) 0.75 times these maximum loads
for each pilot when the pilot forces are
applied in the same direction.
■ 13. Revise § 25.1517 to read as
follows:
DEPARTMENT OF TRANSPORTATION
§ 25.1517
Airworthiness Directives; Bell
Helicopter Textron, Inc., Helicopters
Rough air speed, VRA.
(a) A rough air speed, VRA, for use as
the recommended turbulence
penetration airspeed, and a rough air
Mach number, MRA, for use as the
recommended turbulence penetration
Mach number, must be established.
VRA/MRA must be sufficiently less than
VMO/MMO to ensure that likely speed
variation during rough air encounters
will not cause the overspeed warning to
operate too frequently.
(b) At altitudes where VMO is not
limited by Mach number, in the absence
of a rational investigation substantiating
the use of other values, VRA must be less
than VMO–35 KTAS.
(c) At altitudes where VMO is limited
by Mach number, MRA may be chosen
to provide an optimum margin between
low and high speed buffet boundaries.
■ 14. Remove and reserve appendix G to
part 25.
Issued under authority provided by 49
U.S.C. 106(f), 44701(a), and 44703 in
Washington, DC, on May 6, 2013.
Dorenda D. Baker,
Director, Aircraft Certification Service.
[FR Doc. 2013–12445 Filed 5–24–13; 8:45 am]
BILLING CODE 4910–13–P
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0288; Directorate
Identifier 2006–SW–25–AD]
RIN 2120–AA64
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (SNPRM);
reopening of comment period.
AGENCY:
SUMMARY: We are revising an earlier
proposed airworthiness directive (AD)
for Bell Helicopter Textron, Inc. (Bell),
Model 214B and B–1 helicopters, which
proposed to require inspecting certain
pylon support spindle assemblies
(spindles) for any corrosion, or a nick,
scratch, dent, or crack, and repairing or
replacing any unairworthy spindle
before further flight. This SNPRM
proposes to revise those requirements
by updating the cost of compliance,
revising the recording requirements,
adding a requirement to reduce the
retirement life of an installed spindle,
and adding Bell Model 214ST to the
applicability.
We must receive comments on
this proposed AD by July 29, 2013.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Docket: Go to
https://www.regulations.gov. Follow the
online instructions for sending your
comments electronically.
• Fax: 202–493–2251.
• Mail: Send comments to the U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590–0001.
• Hand Delivery: Deliver to the
‘‘Mail’’ address between 9 a.m. and 5
DATES:
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Federal Register / Vol. 78, No. 102 / Tuesday, May 28, 2013 / Proposed Rules
p.m., Monday through Friday, except
Federal holidays.
proposal in light of the comments we
receive.
Examining the AD Docket
Discussion
You may examine the AD docket on
the Internet at https://
www.regulations.gov or in person at the
Docket Operations Office between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
economic evaluation, any comments
received, and other information. The
street address for the Docket Operations
Office (telephone 800–647–5527) is in
the ADDRESSES section. Comments will
be available in the AD docket shortly
after receipt.
For service information identified in
this AD, contact Bell Helicopter
Textron, Inc., P.O. Box 482, Fort Worth,
Texas 76101; telephone (817) 280–3391;
fax (817) 280–6466; or at https://
www.bellcustomer.com/files/. You may
review the referenced service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
2601 Meacham Blvd., Room 663, Fort
Worth, Texas 76137.
FOR FURTHER INFORMATION CONTACT:
Martin Crane, Aviation Safety Engineer,
Rotorcraft Certification Office,
Rotorcraft Directorate, FAA, 2601
Meacham Blvd., Fort Worth, Texas
76137; telephone (817) 222–5056; email
7-AVS-ASW-170@faa.gov.
SUPPLEMENTARY INFORMATION:
On March 3, 2008, we issued a
proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to
include an AD that would apply to Bell
Model 214B and B–1 helicopters with a
spindle, part number (P/N) 214–030–
606–005, installed. This proposal was
published in the Federal Register as a
notice of proposed rulemaking (NPRM)
on March 13, 2008 (73 FR 13513). The
NPRM proposed to require creating a
component history card or equivalent
for each spindle, inspecting certain
spindles for any corrosion, or a nick,
scratch, dent, or crack, and repairing or
replacing any unairworthy spindle
before further flight. That NPRM was
prompted by three in-flight failures of
the spindle which resulted in forced
landings and one serious injury. The
proposed actions were intended to
detect damage in the radii or cracking of
a spindle, and to prevent failure of a
spindle and subsequent loss of control
of the helicopter. The proposed actions
were also intended to be interim actions
until a retirement life for the affected
spindles could be developed and new
replacement spindles became available.
wreier-aviles on DSK5TPTVN1PROD with PROPOSALS
Comments Invited
We invite you to participate in this
rulemaking by submitting written
comments, data, or views. We also
invite comments relating to the
economic, environmental, energy, or
federalism impacts that might result
from adopting the proposals in this
document. The most helpful comments
reference a specific portion of the
proposal, explain the reason for any
recommended change, and include
supporting data. To ensure the docket
does not contain duplicate comments,
commenters should send only one copy
of written comments, or if comments are
filed electronically, commenters should
submit only one time.
We will file in the docket all
comments that we receive, as well as a
report summarizing each substantive
public contact with FAA personnel
concerning this proposed rulemaking.
Before acting on this proposal, we will
consider all comments we receive on or
before the closing date for comments.
We will consider comments filed after
the comment period has closed if it is
possible to do so without incurring
expense or delay. We may change this
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Actions Since Previous NPRM Was
Issued
Since we issued the previous NPRM
(73 FR 13513, March 13, 2008), Bell
conducted further evaluation of the
cracked spindles and determined it
necessary to establish a retirement life
for the spindles because the speed at
which a crack can propagate is such that
a more frequent inspection interval
would not be practical. As a result, Bell
released Alert Service Bulletin (ASB)
No. 214–08–70, dated November 11,
2008, now at Revision C, dated April 14,
2009, to establish the retirement life for
the spindles on Model 214B and 214B–
1 helicopters. Due to design similarities,
Bell conducted further evaluation of the
spindles on Model 214ST helicopters
and published ASB No. 214ST–08–86,
dated November 11, 2008, now at
Revision B, dated April 14, 2009, to
revise the retirement life for those
spindles. The first actual reported crack
in a Model 214ST spindle, P/N 214–
030–606–103, prompted Bell to release
Information Letter 214ST–12–23, dated
January 30, 2012.
This SNPRM proposes the following
changes:
• Adding Model 214ST helicopters to
the applicability;
• Removing certain previously
proposed recording requirements;
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• Removing the previously proposed
visual and magnetic particle inspection
requirements and subsequent
replacement and repair requirements;
• Establishing a retirement life of
1,250 hours TIS or total accumulated
retirement index number (RIN) of
20,000, whichever occurs first, for any
spindle, part number (P/N) 214–030–
606–005, that is installed on a Model
214B or Model 214B–1 helicopter;
• Reducing the retirement life to
2,500 hours TIS or total accumulated
RIN of 50,000, whichever occurs first,
for any spindle, P/N 214–030–606–103,
that is installed on a Model 214ST
helicopter;
• Establishing a method of
determining the total accumulated RIN;
and
• Replacing any spindle which has
reached its airworthiness retirement life.
This SNPRM also updates the cost of
compliance information of this AD by
correcting the estimated number of
work-hours to replace both spindles
from 15 work-hours to 24 work-hours,
by updating the estimated labor cost per
work-hour from $80 to $85 per workhour, and by updating the cost of
required parts to current replacement
part costs.
Comments
We gave the public the opportunity to
comment on the previous NPRM (73 FR
13513, March 13, 2008). The following
presents the comments received on the
previous NPRM and the FAA’s response
to each comment.
Request
Bell stated that results from analysis
and review of the pylon spindle
assembly, P/N 214–030–606–005,
identified the requirement to assign an
airworthiness retirement life to that
assembly. They also stated that alert
service bulletins would detail the
retirement life of the spindle. We agree
and have revised this SNPRM
accordingly.
Bell commented that the previous
NPRM (73 FR 13513, March 13, 2008)
did not address conversion of torque
events to RIN. We agree and have
revised this SNPRM accordingly.
Bell also stated that the previous
NPRM mis-identified the visual
inspection requirements of using a
magnifying glass on each outer radius of
the spindle; that this visual inspection
requirement is for the main rotor hub
spindle, not the transmission spindle.
They also stated that once cracks start,
they progress very rapidly and visual
inspection at a frequency designed to
discover cracking would not be
manageable. We agree. With
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establishment of a maximum
airworthiness life limit for the spindle
and after further review, we determined
that deleting the previously proposed
visual inspections will not impact the
overall level of safety.
FAA’s Determination
We are proposing this SNPRM
because we evaluated all the relevant
information and determined the unsafe
condition described previously is likely
to exist or develop in other helicopters
of these same type designs. Certain
changes described above expand the
scope of the original NPRM (73 FR
13513, March 13, 2008). As a result, we
have determined that it is necessary to
reopen the comment period to provide
additional opportunity for the public to
comment.
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Related Service Information
We have reviewed Bell ASB No. 214–
08–70, Revision C, dated April 14, 2009
(214–08–70), which establishes a
maximum airworthiness limit of 1,250
hours TIS or a total accumulated RIN of
20,000, whichever occurs first, for any
spindle, P/N 214–030–606–005, that is
installed on a Model 214B or Model
214B–1 helicopter. ASB 214–08–70 was
prompted by three reported incidents of
a cracked spindle, P/N 214–030–606–
005. We have also reviewed Bell ASB
No. 214ST–08–86, Revision B, dated
April 14, 2009 (214ST–08–86), which
reduces the maximum airworthiness life
limit from 5,000 hours TIS to 2,500
hours TIS or a total accumulated RIN of
50,000, whichever occurs first, for any
spindle, P/N 214–030–606–103, that is
installed on a Model 214ST helicopter.
ASB 214ST–08–86 was published after
further evaluation of spindle, P/N 214–
030–606–103, which was prompted by
design similarities to spindle, P/N 214–
030–606–005. The ASBs also specify
determining the accumulated RIN by
calculating a RIN factor of 1 for each lift
or takeoff performed during normal
operation and of 2 for each lift or takeoff
performed during logging operation.
When actual lift events are unknown or
cannot be determined, both ASBs
specify calculating RIN at 30 lift events
per flight hour; ASB No. 214–08–70
further specifies calculating flight hours
at a rate of 900 hours per year. Both
ASBs specify replacing any spindle that
has reached its maximum airworthiness
limit.
Additionally, we reviewed Bell
Information Letter 214ST–12–23, dated
January 30, 2012, which was issued to
advise owners and operators of the first
actual reported crack in a Model 214ST
spindle, P/N 214–030–606–103.
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Proposed Requirements of the SNPRM
This proposed AD would require,
within 50 hours TIS:
• Creating a component history card
or equivalent record for each affected
spindle;
• Determining total hours TIS, if not
already recorded;
• Determining total accumulated RIN;
• Recording the RIN and hours TIS on
the spindle’s component history card or
equivalent record;
• Establishing a new retirement life
for spindle, P/N 214–030–606–005, of
1,250 hours TIS or a total accumulated
RIN of 20,000, whichever occurs first,
for Models 214B and 214B–1, and
reducing the retirement life for spindle,
P/N 214–030–606–103, from 5,000
hours TIS to 2,500 hours TIS or an
accumulated RIN of 50,000, whichever
occurs first, for Model 214ST; and
• Replacing any spindle which has
reached its airworthiness retirement life.
Differences Between this SNPRM and
the Service Information
The service information specifies, as
part of determining the life of a
currently installed spindle,
accumulating a RIN factor of 2 for each
lift or takeoff performed during a
logging operation. This SNPRM would
instead require using a RIN factor of 2
for any external load lift or takeoff in
which the helicopter achieves a vertical
altitude difference of greater than 200
feet indicated altitude between the pickup and drop-off point. We have
determined that other external load lift
operations with the specified vertical
altitude difference or greater would
experience the same double torque cycle
as in logging operations, and that a RIN
factor of 2 would need to be used for
those type of operations as well. Also,
the service information for Models 214B
and 214B–1 specify an initial
compliance time of 150 flight hours. We
are retaining the initial compliance time
of 50 hours TIS from the previous
NPRM in this SNPRM.
Costs of Compliance
We estimate that this proposed AD
would affect 12 Model 214B/B–1 and 24
Model 214ST helicopters of U.S.
registry. We estimate that operators may
incur the following costs in order to
comply with this AD. It would take
about 1 work-hour for the record
keeping requirements of this proposed
AD, and about 24 work-hours to replace
both spindles. Labor costs are estimated
at $85 per work-hour and the cost of
parts would be about $39,806 for both
spindles for a Model 214B or 214B–1,
and $40,802 for both spindles for a
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Model 214ST. Based on these estimates,
for record keeping and the replacement
of a pair of spindles, the total per
helicopter cost would be $41,931 for a
Model 214B or 214B–1 and $42,927 for
a Model 214ST. The total cost of
recordkeeping would be about $3,060.
Authority for this Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. ‘‘Subtitle VII:
Aviation Programs’’ describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701:
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would not have a
substantial direct effect on the States, on
the relationship between the national
Government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify this proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
the DOT Regulatory Policies and
Procedures (44 FR 11034, February 26,
1979);
(3) Will not affect intrastate aviation
in Alaska to the extent that it justifies
making a regulatory distinction; and
(4) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared an economic evaluation
of the estimated costs to comply with
this proposed AD and placed it in the
AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
Bell Helicopter Textron, Inc., Helicopters:
Docket No. FAA–2008–0288; Directorate
Identifier 2006–SW–25–AD.
(a) Applicability
This AD applies to Bell Helicopter Textron,
Inc. (Bell), Model 214B, 214B–1, and 214ST
helicopters, with pylon support spindle
assembly (spindle), part number (P/N) 214–
030–606–005 or –103, installed, certificated
in any category.
(b) Unsafe Condition
This AD defines the unsafe condition as
fatigue cracking of a spindle. This condition
could result in failure of the spindle and
subsequent loss of control of the helicopter.
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(c) Compliance
You are responsible for performing each
action required by this AD within the
specified compliance time unless it has
already been accomplished prior to that time.
(d) Required Actions
(1) Within 50 hours time-in-service (TIS):
(i) Create a component history card or
equivalent record for each spindle, P/N 214–
030–606–005 and 214–030–606–103,
recording the spindle’s P/N and serial
number (S/N).
(ii) Review the helicopter records to
determine the hours TIS of each spindle, if
the hours TIS are not already recorded for
your model helicopter. For each month for
which the hours TIS is unknown, record 75
hours TIS.
(iii) Determine the total accumulated
retirement index number (RIN) for each
spindle. For the purpose of this AD, count 1
RIN for each takeoff and 2 RIN for each
external load lift in which the helicopter
achieves a vertical altitude difference of
greater than 200 feet indicated altitude
between the pick-up and drop-off point. For
any time period for which the accumulated
RIN cannot be determined while the spindle
was installed on a helicopter, multiply the
hours TIS by 30 to calculate the spindle’s
accumulated RIN.
(iv) Record the hours TIS and total
accumulated RIN for each spindle on the
component history card or equivalent record.
(2) Revise the Airworthiness Limitations
section of the applicable maintenance
manual or Instructions for Continued
Airworthiness as follows:
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(i) By establishing a new retirement life for
the spindle, P/N 214–030–606–005, of 1,250
hours TIS or a total accumulated RIN of
20,000, whichever occurs first.
(ii) By reducing the retirement life for the
spindle, P/N 214–030–606–103, from 5,000
hours TIS to 2,500 hours TIS or a total
accumulated RIN of 50,000, whichever
occurs first.
(3) Replace any spindle, P/N 214–030–
606–005, that has been in service for 1,250
or more hours TIS, or a total accumulated
RIN of 20,000 or more, whichever occurs
first.
(4) Replace any spindle, P/N 214–030–
606–103, that has been in service for 2,500
or more hours TIS, or a total accumulated
RIN of 50,000 or more, whichever occurs
first.
(5) Continue to count and record the
accumulated RIN count and hours TIS for
each spindle on its component history card
or equivalent record.
(e) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Rotorcraft Certification
Office, FAA, may approve AMOCs for this
AD. Send your proposal to: Martin Crane,
Aviation Safety Engineer, Rotorcraft
Certification Office, Rotorcraft Directorate,
FAA, 2601 Meacham Blvd., Fort Worth,
Texas 76137; telephone (817) 222–5056;
email 7-AVS-ASW-170@faa.gov.
(2) For operations conducted under a 14
CFR part 119 operating certificate or under
14 CFR part 91, subpart K, we suggest that
you notify your principal inspector, or
lacking a principal inspector, the manager of
the local flight standards district office or
certificate holding district office before
operating any aircraft complying with this
AD through an AMOC.
(f) Subject
Joint Aircraft Service Component (JASC)
Code: 6330, Transmission Mount.
Issued in Fort Worth, Texas, on May 17,
2013.
Kim Smith,
Directorate Manager, Rotorcraft Directorate,
Aircraft Certification Service.
[FR Doc. 2013–12522 Filed 5–24–13; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0454; Directorate
Identifier 2009–SW–081–AD]
RIN 2120–AA64
Airworthiness Directives; Sikorsky
Aircraft Corporation-Manufactured
(Sikorsky) Model Helicopters (type
certificate currently held by Erickson
Air-Crane Incorporated)
Federal Aviation
Administration (FAA), DOT.
AGENCY:
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31863
Notice of proposed rulemaking
(NPRM).
ACTION:
SUMMARY: We propose to supersede an
existing airworthiness directive (AD) for
Sikorsky Aircraft Corporationmanufactured Model S–64E helicopters
(type certificate currently held by
Erickson Air-Crane Incorporated
(Erickson)). That AD currently requires
inspecting and reworking the main
gearbox (MGB) assembly second stage
lower planetary plate (plate). This
action would establish or reduce the life
limits for certain flight-critical
components, remove from service
various parts, require repetitive
inspections and other corrective actions,
and require replacing any cracked part
discovered during an inspection. This
proposal is prompted by further analysis
performed by the current type certificate
holder and the service history of certain
parts. The actions specified in the
proposed AD are intended to prevent a
crack in a flight critical component,
failure of a critical part, and subsequent
loss of control of the helicopter.
DATES: We must receive comments on
this proposed AD by July 29, 2013.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Docket: Go to
https://www.regulations.gov. Follow the
online instructions for sending your
comments electronically.
• Fax: 202–493–2251.
• Mail: Send comments to the U.S.
Department of Transportation, Docket
Operations, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590–0001.
• Hand Delivery: Deliver to the
‘‘Mail’’ address between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov or in person at the
Docket Operations Office between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
economic evaluation, any comments
received and other information. The
street address for the Docket Operations
Office (telephone 800–647–5527) is in
the ADDRESSES section. Comments will
be available in the AD docket shortly
after receipt.
For service information identified in
this proposed AD, contact Erickson AirCrane Incorporated, ATTN: Chris
Erickson/Compliance Officer, 3100
Willow Springs Rd, PO Box 3247,
Central Point, OR 97502, telephone
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]]>Agencies
[Federal Register Volume 78, Number 102 (Tuesday, May 28, 2013)]
[Proposed Rules]
[Pages 31860-31863]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-12522]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0288; Directorate Identifier 2006-SW-25-AD]
RIN 2120-AA64
Airworthiness Directives; Bell Helicopter Textron, Inc.,
Helicopters
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening
of comment period.
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SUMMARY: We are revising an earlier proposed airworthiness directive
(AD) for Bell Helicopter Textron, Inc. (Bell), Model 214B and B-1
helicopters, which proposed to require inspecting certain pylon support
spindle assemblies (spindles) for any corrosion, or a nick, scratch,
dent, or crack, and repairing or replacing any unairworthy spindle
before further flight. This SNPRM proposes to revise those requirements
by updating the cost of compliance, revising the recording
requirements, adding a requirement to reduce the retirement life of an
installed spindle, and adding Bell Model 214ST to the applicability.
DATES: We must receive comments on this proposed AD by July 29, 2013.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Docket: Go to https://www.regulations.gov. Follow the online instructions for sending your
comments electronically.
Fax: 202-493-2251.
Mail: Send comments to the U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590-0001.
Hand Delivery: Deliver to the ``Mail'' address between 9
a.m. and 5
[[Page 31861]]
p.m., Monday through Friday, except Federal holidays.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov or in person at the Docket Operations Office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the economic
evaluation, any comments received, and other information. The street
address for the Docket Operations Office (telephone 800-647-5527) is in
the ADDRESSES section. Comments will be available in the AD docket
shortly after receipt.
For service information identified in this AD, contact Bell
Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101;
telephone (817) 280-3391; fax (817) 280-6466; or at https://www.bellcustomer.com/files/. You may review the referenced service
information at the FAA, Office of the Regional Counsel, Southwest
Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas 76137.
FOR FURTHER INFORMATION CONTACT: Martin Crane, Aviation Safety
Engineer, Rotorcraft Certification Office, Rotorcraft Directorate, FAA,
2601 Meacham Blvd., Fort Worth, Texas 76137; telephone (817) 222-5056;
email 7-AVS-ASW-170@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to participate in this rulemaking by submitting
written comments, data, or views. We also invite comments relating to
the economic, environmental, energy, or federalism impacts that might
result from adopting the proposals in this document. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. To
ensure the docket does not contain duplicate comments, commenters
should send only one copy of written comments, or if comments are filed
electronically, commenters should submit only one time.
We will file in the docket all comments that we receive, as well as
a report summarizing each substantive public contact with FAA personnel
concerning this proposed rulemaking. Before acting on this proposal, we
will consider all comments we receive on or before the closing date for
comments. We will consider comments filed after the comment period has
closed if it is possible to do so without incurring expense or delay.
We may change this proposal in light of the comments we receive.
Discussion
On March 3, 2008, we issued a proposal to amend part 39 of the
Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to Bell Model 214B and B-1 helicopters with a spindle, part
number (P/N) 214-030-606-005, installed. This proposal was published in
the Federal Register as a notice of proposed rulemaking (NPRM) on March
13, 2008 (73 FR 13513). The NPRM proposed to require creating a
component history card or equivalent for each spindle, inspecting
certain spindles for any corrosion, or a nick, scratch, dent, or crack,
and repairing or replacing any unairworthy spindle before further
flight. That NPRM was prompted by three in-flight failures of the
spindle which resulted in forced landings and one serious injury. The
proposed actions were intended to detect damage in the radii or
cracking of a spindle, and to prevent failure of a spindle and
subsequent loss of control of the helicopter. The proposed actions were
also intended to be interim actions until a retirement life for the
affected spindles could be developed and new replacement spindles
became available.
Actions Since Previous NPRM Was Issued
Since we issued the previous NPRM (73 FR 13513, March 13, 2008),
Bell conducted further evaluation of the cracked spindles and
determined it necessary to establish a retirement life for the spindles
because the speed at which a crack can propagate is such that a more
frequent inspection interval would not be practical. As a result, Bell
released Alert Service Bulletin (ASB) No. 214-08-70, dated November 11,
2008, now at Revision C, dated April 14, 2009, to establish the
retirement life for the spindles on Model 214B and 214B-1 helicopters.
Due to design similarities, Bell conducted further evaluation of the
spindles on Model 214ST helicopters and published ASB No. 214ST-08-86,
dated November 11, 2008, now at Revision B, dated April 14, 2009, to
revise the retirement life for those spindles. The first actual
reported crack in a Model 214ST spindle, P/N 214-030-606-103, prompted
Bell to release Information Letter 214ST-12-23, dated January 30, 2012.
This SNPRM proposes the following changes:
Adding Model 214ST helicopters to the applicability;
Removing certain previously proposed recording
requirements;
Removing the previously proposed visual and magnetic
particle inspection requirements and subsequent replacement and repair
requirements;
Establishing a retirement life of 1,250 hours TIS or total
accumulated retirement index number (RIN) of 20,000, whichever occurs
first, for any spindle, part number (P/N) 214-030-606-005, that is
installed on a Model 214B or Model 214B-1 helicopter;
Reducing the retirement life to 2,500 hours TIS or total
accumulated RIN of 50,000, whichever occurs first, for any spindle, P/N
214-030-606-103, that is installed on a Model 214ST helicopter;
Establishing a method of determining the total accumulated
RIN; and
Replacing any spindle which has reached its airworthiness
retirement life.
This SNPRM also updates the cost of compliance information of this
AD by correcting the estimated number of work-hours to replace both
spindles from 15 work-hours to 24 work-hours, by updating the estimated
labor cost per work-hour from $80 to $85 per work-hour, and by updating
the cost of required parts to current replacement part costs.
Comments
We gave the public the opportunity to comment on the previous NPRM
(73 FR 13513, March 13, 2008). The following presents the comments
received on the previous NPRM and the FAA's response to each comment.
Request
Bell stated that results from analysis and review of the pylon
spindle assembly, P/N 214-030-606-005, identified the requirement to
assign an airworthiness retirement life to that assembly. They also
stated that alert service bulletins would detail the retirement life of
the spindle. We agree and have revised this SNPRM accordingly.
Bell commented that the previous NPRM (73 FR 13513, March 13, 2008)
did not address conversion of torque events to RIN. We agree and have
revised this SNPRM accordingly.
Bell also stated that the previous NPRM mis-identified the visual
inspection requirements of using a magnifying glass on each outer
radius of the spindle; that this visual inspection requirement is for
the main rotor hub spindle, not the transmission spindle. They also
stated that once cracks start, they progress very rapidly and visual
inspection at a frequency designed to discover cracking would not be
manageable. We agree. With
[[Page 31862]]
establishment of a maximum airworthiness life limit for the spindle and
after further review, we determined that deleting the previously
proposed visual inspections will not impact the overall level of
safety.
FAA's Determination
We are proposing this SNPRM because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other helicopters of these same type
designs. Certain changes described above expand the scope of the
original NPRM (73 FR 13513, March 13, 2008). As a result, we have
determined that it is necessary to reopen the comment period to provide
additional opportunity for the public to comment.
Related Service Information
We have reviewed Bell ASB No. 214-08-70, Revision C, dated April
14, 2009 (214-08-70), which establishes a maximum airworthiness limit
of 1,250 hours TIS or a total accumulated RIN of 20,000, whichever
occurs first, for any spindle, P/N 214-030-606-005, that is installed
on a Model 214B or Model 214B-1 helicopter. ASB 214-08-70 was prompted
by three reported incidents of a cracked spindle, P/N 214-030-606-005.
We have also reviewed Bell ASB No. 214ST-08-86, Revision B, dated April
14, 2009 (214ST-08-86), which reduces the maximum airworthiness life
limit from 5,000 hours TIS to 2,500 hours TIS or a total accumulated
RIN of 50,000, whichever occurs first, for any spindle, P/N 214-030-
606-103, that is installed on a Model 214ST helicopter. ASB 214ST-08-86
was published after further evaluation of spindle, P/N 214-030-606-103,
which was prompted by design similarities to spindle, P/N 214-030-606-
005. The ASBs also specify determining the accumulated RIN by
calculating a RIN factor of 1 for each lift or takeoff performed during
normal operation and of 2 for each lift or takeoff performed during
logging operation. When actual lift events are unknown or cannot be
determined, both ASBs specify calculating RIN at 30 lift events per
flight hour; ASB No. 214-08-70 further specifies calculating flight
hours at a rate of 900 hours per year. Both ASBs specify replacing any
spindle that has reached its maximum airworthiness limit.
Additionally, we reviewed Bell Information Letter 214ST-12-23,
dated January 30, 2012, which was issued to advise owners and operators
of the first actual reported crack in a Model 214ST spindle, P/N 214-
030-606-103.
Proposed Requirements of the SNPRM
This proposed AD would require, within 50 hours TIS:
Creating a component history card or equivalent record for
each affected spindle;
Determining total hours TIS, if not already recorded;
Determining total accumulated RIN;
Recording the RIN and hours TIS on the spindle's component
history card or equivalent record;
Establishing a new retirement life for spindle, P/N 214-
030-606-005, of 1,250 hours TIS or a total accumulated RIN of 20,000,
whichever occurs first, for Models 214B and 214B-1, and reducing the
retirement life for spindle, P/N 214-030-606-103, from 5,000 hours TIS
to 2,500 hours TIS or an accumulated RIN of 50,000, whichever occurs
first, for Model 214ST; and
Replacing any spindle which has reached its airworthiness
retirement life.
Differences Between this SNPRM and the Service Information
The service information specifies, as part of determining the life
of a currently installed spindle, accumulating a RIN factor of 2 for
each lift or takeoff performed during a logging operation. This SNPRM
would instead require using a RIN factor of 2 for any external load
lift or takeoff in which the helicopter achieves a vertical altitude
difference of greater than 200 feet indicated altitude between the
pick-up and drop-off point. We have determined that other external load
lift operations with the specified vertical altitude difference or
greater would experience the same double torque cycle as in logging
operations, and that a RIN factor of 2 would need to be used for those
type of operations as well. Also, the service information for Models
214B and 214B-1 specify an initial compliance time of 150 flight hours.
We are retaining the initial compliance time of 50 hours TIS from the
previous NPRM in this SNPRM.
Costs of Compliance
We estimate that this proposed AD would affect 12 Model 214B/B-1
and 24 Model 214ST helicopters of U.S. registry. We estimate that
operators may incur the following costs in order to comply with this
AD. It would take about 1 work-hour for the record keeping requirements
of this proposed AD, and about 24 work-hours to replace both spindles.
Labor costs are estimated at $85 per work-hour and the cost of parts
would be about $39,806 for both spindles for a Model 214B or 214B-1,
and $40,802 for both spindles for a Model 214ST. Based on these
estimates, for record keeping and the replacement of a pair of
spindles, the total per helicopter cost would be $41,931 for a Model
214B or 214B-1 and $42,927 for a Model 214ST. The total cost of
recordkeeping would be about $3,060.
Authority for this Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation Programs''
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979);
(3) Will not affect intrastate aviation in Alaska to the extent
that it justifies making a regulatory distinction; and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared an economic evaluation of the estimated costs to comply
with this proposed AD and placed it in the AD docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
[[Page 31863]]
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
Bell Helicopter Textron, Inc., Helicopters: Docket No. FAA-2008-
0288; Directorate Identifier 2006-SW-25-AD.
(a) Applicability
This AD applies to Bell Helicopter Textron, Inc. (Bell), Model
214B, 214B-1, and 214ST helicopters, with pylon support spindle
assembly (spindle), part number (P/N) 214-030-606-005 or -103,
installed, certificated in any category.
(b) Unsafe Condition
This AD defines the unsafe condition as fatigue cracking of a
spindle. This condition could result in failure of the spindle and
subsequent loss of control of the helicopter.
(c) Compliance
You are responsible for performing each action required by this
AD within the specified compliance time unless it has already been
accomplished prior to that time.
(d) Required Actions
(1) Within 50 hours time-in-service (TIS):
(i) Create a component history card or equivalent record for
each spindle, P/N 214-030-606-005 and 214-030-606-103, recording the
spindle's P/N and serial number (S/N).
(ii) Review the helicopter records to determine the hours TIS of
each spindle, if the hours TIS are not already recorded for your
model helicopter. For each month for which the hours TIS is unknown,
record 75 hours TIS.
(iii) Determine the total accumulated retirement index number
(RIN) for each spindle. For the purpose of this AD, count 1 RIN for
each takeoff and 2 RIN for each external load lift in which the
helicopter achieves a vertical altitude difference of greater than
200 feet indicated altitude between the pick-up and drop-off point.
For any time period for which the accumulated RIN cannot be
determined while the spindle was installed on a helicopter, multiply
the hours TIS by 30 to calculate the spindle's accumulated RIN.
(iv) Record the hours TIS and total accumulated RIN for each
spindle on the component history card or equivalent record.
(2) Revise the Airworthiness Limitations section of the
applicable maintenance manual or Instructions for Continued
Airworthiness as follows:
(i) By establishing a new retirement life for the spindle, P/N
214-030-606-005, of 1,250 hours TIS or a total accumulated RIN of
20,000, whichever occurs first.
(ii) By reducing the retirement life for the spindle, P/N 214-
030-606-103, from 5,000 hours TIS to 2,500 hours TIS or a total
accumulated RIN of 50,000, whichever occurs first.
(3) Replace any spindle, P/N 214-030-606-005, that has been in
service for 1,250 or more hours TIS, or a total accumulated RIN of
20,000 or more, whichever occurs first.
(4) Replace any spindle, P/N 214-030-606-103, that has been in
service for 2,500 or more hours TIS, or a total accumulated RIN of
50,000 or more, whichever occurs first.
(5) Continue to count and record the accumulated RIN count and
hours TIS for each spindle on its component history card or
equivalent record.
(e) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Rotorcraft Certification Office, FAA, may
approve AMOCs for this AD. Send your proposal to: Martin Crane,
Aviation Safety Engineer, Rotorcraft Certification Office,
Rotorcraft Directorate, FAA, 2601 Meacham Blvd., Fort Worth, Texas
76137; telephone (817) 222-5056; email 7-AVS-ASW-170@faa.gov.
(2) For operations conducted under a 14 CFR part 119 operating
certificate or under 14 CFR part 91, subpart K, we suggest that you
notify your principal inspector, or lacking a principal inspector,
the manager of the local flight standards district office or
certificate holding district office before operating any aircraft
complying with this AD through an AMOC.
(f) Subject
Joint Aircraft Service Component (JASC) Code: 6330, Transmission
Mount.
Issued in Fort Worth, Texas, on May 17, 2013.
Kim Smith,
Directorate Manager, Rotorcraft Directorate, Aircraft Certification
Service.
[FR Doc. 2013-12522 Filed 5-24-13; 8:45 am]
BILLING CODE 4910-13-P
