Airworthiness Directives; Eurocopter Deutschland GmbH Helicopters, 13201-13204 [2014-04570]
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Federal Register / Vol. 79, No. 46 / Monday, March 10, 2014 / Rules and Regulations
(P/N) 212–010–750 (all dash numbers),
installed, certificated in any category.
(b) Unsafe Condition
This AD defines the unsafe condition as
fatigue cracking of a T/R blade, which could
lead to failure of the T/R blade and
subsequent loss of control of the helicopter.
(c) Effective Date
This AD becomes effective March 25, 2014.
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(d) 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.
(e) Required Actions
(1) Within 25 hours time-in-service (TIS) or
30 days, whichever occurs first, and
thereafter at intervals not to exceed 25 hours
TIS or 30 days, whichever occurs first:
(i) Clean each T/R blade by hand using a
mild soap and cheesecloth on both sides of
the blade in a spanwise direction and dry
thoroughly.
(ii) Using a 3X or higher power magnifying
glass and a light, visually inspect the T/R
blade skin, leading edge spar, doublers, grip
plates, and trailing edge on both sides of each
blade for a crack, corrosion (which may be
indicated by blistering, peeling, flaking,
bubbling, or cracked paint), a nick, a scratch,
a dent, or other damage. Pay particular
attention to both sides of each T/R blade in
the area located 16 to 32 inches from the T/
R blade tip (blade station 20.00 to 35.00; the
T/R blade tip is located at blade station 51)
as depicted by the shaded area in Figure 2
of AgustaWestland Bollettino Tecnico No.
412–136, dated August 13, 2013 (BT). Also,
pay particular attention to the inboard T/R
blade butt area near the attachment of the
external balance weight and screws and to
any T/R blade surface that was snagged by
cheesecloth, as this may be an indication of
a crack or paint chip that could lead to
corrosion.
(iii) Using a 10X or higher power
magnifying glass and a light, visually inspect
both sides of each T/R blade for a crack,
corrosion (which may be indicated by
blistering, peeling, flaking, bubbling, or
cracked paint), a nick, a scratch, a dent or
other damage between blade station 20.00 to
35.00 as depicted by the shaded area in
Figure 2 of the BT.
(iv) If there is any blistering, peeling,
flaking, bubbling, or cracked paint on a T/R
blade, remove the paint from the affected
area by sanding in a spanwise direction first
with abrasive cloth or paper 240-grit or finer
and then with abrasive cloth or paper 400grit or finer. After paint removal, wipe area
with a clean cloth dampened with alcohol
and dry thoroughly and then visually inspect
the affected area for any corrosion or a crack
using a 10X or higher power magnifying glass
and a light. If any corrosion is found,
measure the depth of the damage.
(v) If there is a nick, scratch, or dent on the
T/R blade, visually inspect for a crack using
a 10X or higher power magnifying glass and
a light. Measure the depth of the damage.
(2) Before further flight, remove from
service any T/R blade that has a crack,
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corrosion, a nick, a scratch, a dent, or other
damage that exceeds any of the maximum
repair damage limits.
(3) Before further flight, repair or remove
from service any T/R blade that has
corrosion, a nick, a scratch, a dent or other
damage that is within the maximum repair
damage limits.
(4) Do not install on any helicopter T/R
blade P/N 212–010–750 (all dash numbers)
unless it has been inspected in accordance
with the requirements of this AD.
www.archives.gov/federal-register/cfr/ibrlocations.html.
(f) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Safety Management
Group, FAA, may approve AMOCs for this
AD. Send your proposal to: Robert Grant,
Aviation Safety Engineer, Safety Management
Group, FAA, 2601 Meacham Blvd., Fort
Worth, Texas 76137; telephone (817) 222–
5110; email robert.grant@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.
DEPARTMENT OF TRANSPORTATION
(g) Additional Information
The subject of this AD is addressed in the
European Aviation Safety Agency (EASA)
AD. No. 2013–0185, dated August 14, 2013.
You may view the EASA AD on the Internet
at https://www.regulations.gov in Docket No.
FAA–2014–0109.
(h) Subject
Joint Aircraft Service Component (JASC)
Code: 6410, tail rotor blades.
(i) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference of
the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) AgustaWestland Bollettino Tecnico No.
412–136, dated August 13, 2013.
(ii) Reserved.
(3) For Agusta service information
identified in this AD, contact
AgustaWestland, Product Support
Engineering, Via del Gregge, 100, 21015
Lonate Pozzolo (VA) Italy, ATTN: Maurizio
D’Angelo; telephone 39–0331–664757; fax
39–0331–664680; or at https://
www.agustawestland.com/technicalbulletins.
(4) You may view this service information
at FAA, Office of the Regional Counsel,
Southwest Region, 2601 Meacham Blvd.,
Room 663, Fort Worth, Texas 76137. For
information on the availability of this
material at the FAA, call (817) 222–5110.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
(202) 741–6030, or go to: https://
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Issued in Fort Worth, Texas, on February
20, 2014.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft
Directorate, Aircraft Certification Service.
[FR Doc. 2014–04274 Filed 3–7–14; 8:45 am]
BILLING CODE 4910–13–P
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0554; Directorate
Identifier 2012–SW–009–AD; Amendment
39–17774; AD 2014–05–01]
RIN 2120–AA64
Airworthiness Directives; Eurocopter
Deutschland GmbH Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for
Eurocopter Deutschland GmbH
(Eurocopter) Model EC135P1, EC135P2,
EC135P2+, EC135T1, EC135T2, and
EC135T2+ helicopters. This AD requires
analyzing the main gearbox (MGB) oil
for indications of metal chips or pieces,
reviewing the MGB log or equivalent
record, and inspecting certain teeth in
the MGB after two chip indications.
This AD was prompted by a partial
tooth rupture found in an MGB that was
returned to the manufacturer for repairs.
The actions of this AD are intended to
detect wear in the MGB that could lead
to a gear tooth rupture, failure of the
MGB, loss of power to the main rotor,
and subsequent loss of control of the
helicopter.
SUMMARY:
This AD is effective April 14,
2014.
The Director of the Federal Register
approved the incorporation by reference
of a certain document listed in this AD
as of April 14, 2014.
ADDRESSES: For service information
identified in this AD, contact American
Eurocopter Corporation, 2701 N. Forum
Drive, Grand Prairie, TX 75052;
telephone (972) 641–0000 or (800) 232–
0323; fax (972) 641–3775; or at https://
www.eurocopter.com/techpub. 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.
DATES:
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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 AD, the European
Aviation Safety Agency (EASA) AD, any
incorporated-by-reference service
information, the economic evaluation,
any comments received, and other
information. The street address for the
Docket Operations Office (phone: 800–
647–5527) is U.S. Department of
Transportation, Docket Operations
Office, M–30, West Building Ground
Floor, Room W12–140, 1200 New Jersey
Avenue SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Rao
Edupuganti, Aviation Safety Engineer,
Regulations and Policy Group,
Rotorcraft Directorate, FAA, 2601
Meacham Blvd., Fort Worth, Texas
76137; telephone (817) 222–5110; email
rao.edupuganti@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
On July 3, 2013, at 78 FR 40053, the
Federal Register published our notice of
proposed rulemaking (NPRM), which
proposed to amend 14 CFR part 39 by
adding an AD that would apply to
Eurocopter Model EC135 P1, EC135 P2,
EC135 P2+, EC135 T1, EC135 T2, and
EC135 T2+ helicopters with an MGB,
part number (P/N) 4649 010 003, 4649
010 005, 4649 010 006, 4649 010 006X,
4649 010 008, 4649 010 008X, 4649 001
007, 4649 010 010, or 4649 010 013
installed. The NPRM proposed to
require analyzing the MGB oil for
indications of metal chips or pieces,
reviewing the MGB log or equivalent
record, and inspecting certain teeth in
the MGB after two chip indications. The
proposed requirements were intended to
detect wear in the MGB that could lead
to a gear tooth rupture, failure of the
MGB, loss of power to the main rotor,
and subsequent loss of control of the
helicopter.
The Required Actions section of the
NPRM had a typographical error in
some references to Eurocopter Alert
Service Bulletin (ASB) EC135–63A–012,
Revision 5, dated September 6, 2011.
That error has been corrected in this
AD.
The NPRM was prompted by AD No.
2009–0106R1, dated November 3, 2011,
issued by EASA, which is the Technical
Agent for the Member States of the
European Union. EASA advises that an
MGB was returned to the manufacturer
for repair after ‘‘several chip
indications.’’ According to EASA, a
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partial tooth rupture was detected after
disassembly of the gearbox and removal
of a drive pinion. EASA states the tooth
rupture was determined to have been
caused by wear. EASA AD No. 2009–
0106R1 includes requirements and
timetables for oil sampling and analysis;
checking the gearbox log card for chip
indications; and corrective measures for
chip indications. It also states that a
prescribed modification to the MGB
would be terminating action for the AD.
Comments
We gave the public the opportunity to
participate in developing this AD, but
we received no comments on the NPRM
(78 FR 40053, July 3, 2013).
FAA’s Determination
These helicopters have been approved
by the aviation authority of Germany
and are approved for operation in the
United States. Pursuant to our bilateral
agreement with Germany, EASA, its
technical representative, has notified us
of the unsafe condition described in the
EASA AD. We are issuing this AD
because we evaluated all information
provided by EASA and determined the
unsafe condition exists and is likely to
exist or develop on other helicopters of
these same type designs and that air
safety and the public interest require
adopting the AD requirements as
proposed except for correcting the
references to Eurocopter Alert Service
Bulletin EC135–63A–012, Revision 5,
dated September 6, 2011, in paragraphs
(e)(2)(ii)(A), (e)(3), (e)(4)(i), and (e)(4)(ii).
These corrections are consistent with
the intent of the proposals in the NPRM
(78 FR 40053, July 3, 2013) and will not
increase the economic burden on any
operator nor increase the scope of the
AD.
Differences Between This AD and the
EASA AD
The EASA AD applies to military
EC635 helicopters. This AD does not
apply to EC635 helicopters because they
are not type certificated in the United
States.
Related Service Information
Eurocopter issued ASB EC135–63A–
012 on August 8, 2007, which was
followed by five revisions, the most
recent of which was issued September
6, 2011. The ASBs prescribe procedures
to monitor and detect wear in time to
prevent MGB tooth ruptures in main
transmissions for EC135 and EC635
model helicopters. Revision 5 of the
ASB prescribes procedures for taking
and analyzing scheduled oil samples,
identifying and addressing chip
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indications, and inspecting certain teeth
in gearboxes.
Costs of Compliance
We estimate that this AD affects 242
helicopters of U.S. Registry and that
labor costs average $85 per work-hour.
Based on these estimates, we expect the
following costs:
• Taking oil samples will take 1
work-hour. Assuming 2 samples per
aircraft per year, we estimate a total cost
of $170. No parts are needed, so the
total cost for the U.S. fleet is $41,140.
• A laboratory analysis of 2 oil
samples cost $200 per helicopter for
labor and equipment, for a total fleet
cost of $48,400.
• Inspecting the oil filter element for
a chip requires about a half-hour of
labor for a cost per helicopter of about
$43. No parts are needed.
• Inspecting certain teeth in the
gearbox, performing a ground run, and
inspecting for leaking oil takes 8 workhours for a labor cost of $680. Parts cost
$196, for a total cost per helicopter of
$876.
• If the oil sample analysis indicates
metal chips, recording the results on the
aircraft log card takes a half-hour for a
labor cost of about $43 per helicopter.
• The cost of examining the log card
for any previously recorded chip
indications is minimal.
• Inspecting the chip detector for
deposits requires about 5 minutes of
labor for a labor cost of about $7.
• Replacing the MGB with an
airworthy MGB requires 8 work-hours
for a labor cost of $680. Parts cost
$145,000 for total cost per helicopter of
$145,680.
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
helicopters identified in this rulemaking
action.
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Federal Register / Vol. 79, No. 46 / Monday, March 10, 2014 / Rules and Regulations
Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will 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 that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
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 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.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 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):
■
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2014–05–01 Eurocopter Deutschland GmbH
(Eurocopter): Amendment 39–17774;
Docket No. FAA–2013–0554; Directorate
Identifier 2012–SW–009–AD.
(a) Applicability
This AD applies to Model EC135P1,
EC135P2, EC135P2+, EC135T1, EC135T2,
and EC135T2+ helicopters with a main
gearbox (MGB), part number (P/N) 4649 010
003, 4649 010 005, 4649 010 006, 4649 010
006X, 4649 010 008, 4649 010 008X, 4649
001 007, 4649 010 010, or 4649 010 013
installed, certificated in any category.
(b) Unsafe Condition
This AD defines the unsafe condition as a
tooth rupture in the MGB. This condition
could result in failure of the MGB, loss of
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power to the main rotor, and subsequent loss
of control of the helicopter.
(c) Effective Date
This AD becomes effective April 14, 2014.
(d) 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.
(e) Required Actions
(1) Within 100 hours time-in-service (TIS),
and thereafter at intervals not to exceed 100
hours or 12 months, whichever occurs first,
take an oil sample in accordance with the
Accomplishment Instructions, Part 1, of
Eurocopter Alert Service Bulletin EC135–
63A–012, Revision 5, dated September 6,
2011 (ASB EC135–63A–012).
(2) Within 25 hours TIS after taking the oil
sample in paragraph (e)(1) of this AD,
analyze the oil sample in accordance with
the Accomplishment Instructions, Part 2.A.
through Part 2.C. of ASB EC135–63A–012,
except that you are not required to contact
Eurocopter.
(i) If the analysis indicates Stage II as
specified by the Accomplishment
Instructions, Part 2.B., of ASB EC135–63A–
012, within 25 hours TIS, remove and inspect
the oil filter element for a chip, defined as
any solid piece of metal but not metallic fuzz
or fine particles.
(A) If there are no chips, clean the oil filter
element and chip detector, inspect the drive
stage toothing, perform a ground run, and
inspect for leaking oil in accordance with the
Accomplishment Instructions, Part 4.A
through 4.G, of ASB EC135–63A–012.
Change the oil.
(B) If there is a chip, replace the MGB with
an airworthy MGB before further flight.
(ii) If the analysis indicates Stage III as
specified by the Accomplishment
Instructions, Part 2.B., of ASB EC135–63A–
012 and if the water content is between 0.1
and 0.5 percent, within 10 hours TIS, remove
and inspect the oil filter element for a chip.
(A) If there are no chips, clean the oil filter
element and chip detector, inspect the drive
stage toothing, perform a ground run, and
inspect for leaking oil in accordance with the
Accomplishment Instructions, Part 4.A
through 4.G, of ASB EC135–63A–012.
Change the oil.
(B) If there is a chip, replace the MGB with
an airworthy MGB before further flight.
(3) Before the MGB has accumulated 300
hours TIS, determine whether two or more
chip indications have occurred. If two or
more chip indications have occurred, inspect
the drive stage toothing, perform a ground
run, and inspect for leaking oil in accordance
with the Accomplishment Instructions, Part
4.A through 4.G, of ASB EC135–63A–012.
(4) Any time there is a chip indication,
remove and inspect the chip detector for
deposits (fine particles or metallic fuzz) or
chips, and remove and inspect the oil filter
element for a chip.
(i) If there are no chips and a minimal
amount of particles or metallic fuzz,
corresponding to Figure 5, Stage A of ASB
EC135–63A–012, clean the chip detector and
the oil filter element and enter the chip
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13203
indication on the MGB log card before further
flight.
(ii) If there are no chips and some particles
or metallic fuzz, corresponding to Figure 5,
Stage B of ASB EC135–63A–012, clean the
chip detector and the oil filter element and
enter the chip indication on the MGB log
card before further flight, and within 10
hours TIS inspect the drive stage toothing,
perform a ground run, and inspect for leaking
oil in accordance with the Accomplishment
Instructions, Part 4.A through 4.G, of ASB
EC135–63A–012. Perform a ground run for 15
minutes at the flight-idle power setting, and
then re-inspect the chip detector for a chip,
particles, and metallic fuzz.
(iii) If there is a chip, replace the MGB with
an airworthy MGB.
(f) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Safety Management
Group, FAA, may approve AMOCs for this
AD. Send your proposal to: Rao Edupuganti,
Aviation Safety Engineer, Regulations and
Policy Group, Rotorcraft Directorate, FAA,
2601 Meacham Blvd., Fort Worth, Texas
76137; telephone (817) 222–5110; email
rao.edupuganti@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.
(g) Additional Information
The subject of this AD is addressed in the
European Aviation Safety Agency (EASA) AD
No. 2009–0106R1, dated November 3, 2011.
You may view the EASA AD on the Internet
at https://www.regulations.gov in Docket No.
FAA–2013–0554.
(h) Subject
Joint Aircraft Service Component (JASC)
Code: 6320, Main Rotor Gearbox.
(i) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Eurocopter Alert Service Bulletin
EC135–63A–012, Revision 5, dated
September 6, 2011.
(ii) Reserved.
(3) For Eurocopter service information
identified in this AD, contact American
Eurocopter Corporation, 2701 N. Forum
Drive, Grand Prairie, TX 75052; telephone
(972) 641–0000 or (800) 232–0323; fax (972)
641–3775; or at https://www.eurocopter.com/
techpub.
(4) You may view this service information
at FAA, Office of the Regional Counsel,
Southwest Region, 2601 Meacham Blvd.,
Room 663, Fort Worth, Texas 76137. For
information on the availability of this
material at the FAA, call (817) 222–5110.
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Federal Register / Vol. 79, No. 46 / Monday, March 10, 2014 / Rules and Regulations
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
(202) 741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Fort Worth, Texas, on February
24, 2014.
Bruce E. Cain,
Acting Directorate Manager, Rotorcraft
Directorate, Aircraft Certification Service.
[FR Doc. 2014–04570 Filed 3–7–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0642; Directorate
Identifier 2011–SW–035–AD; Amendment
39–17777; AD 2014–05–04]
RIN 2120–AA64
Airworthiness Directives; Eurocopter
Deutschland GmbH Helicopters
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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 AD, the foreign
authority’s AD, any incorporated-byreference service information, the
economic evaluation, any comments
received, and other information. The
street address for the Docket Operations
Office (phone: 800–647–5527) is U.S.
Department of Transportation, Docket
Operations Office, M–30, West Building
Ground Floor, Room W12–140, 1200
New Jersey Avenue SE., Washington,
DC 20590.
FOR FURTHER INFORMATION CONTACT: Matt
Fuller, Senior Aviation Safety Engineer,
Safety Management Group, Rotorcraft
Directorate, FAA, 2601 Meacham Blvd.,
Fort Worth, Texas 76137; telephone
(817) 222–5110; email matthew.fuller@
faa.gov.
Discussion
We are adopting a new
airworthiness directive (AD) for
Eurocopter Deutschland GmbH
(Eurocopter) Model MBB–BK 117 C–2
helicopters with a jettisonable sliding
door (door) installed. This AD requires
inspecting the lock release assembly and
the middle and upper lever locking
bolts of each door, replacing any
damaged parts with airworthy parts, and
ensuring the door is correctly installed.
This AD was prompted by the
uncommanded detaching of a door from
an MBB–BK 117 C–2 fuselage. The
actions of this AD are intended to
prevent the in-flight loss of the door,
which could damage the helicopter and
injure persons on the ground.
DATES: This AD is effective April 14,
2014.
The Director of the Federal Register
approved the incorporation by reference
of a certain document listed in this AD
as of April 14, 2014.
ADDRESSES: For service information
identified in this AD, contact American
Eurocopter Corporation, 2701 N. Forum
Drive, Grand Prairie, TX 75052;
telephone (972) 641–0000 or (800) 232–
0323; fax (972) 641–3775; or at https://
www.eurocopter.com/techpub. You may
review the referenced service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
VerDate Mar<15>2010
Examining the AD Docket
SUPPLEMENTARY INFORMATION:
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY:
2601 Meacham Blvd., Room 663, Fort
Worth, Texas 76137.
On July 23, 2013, at 78 FR 44039, the
Federal Register published our notice of
proposed rulemaking (NPRM), which
proposed to amend 14 CFR part 39 by
adding an AD that would apply to
Model MBB–BK 117 C–2 helicopters
with a jettisonable door installed. The
NPRM proposed to require inspecting
the lock release assembly and the
middle and upper lever locking bolts of
each door, replacing any damaged parts
with airworthy parts, and ensuring the
door is correctly installed. The proposed
requirements were intended to prevent
the in-flight loss of the door, which
could damage the helicopter and injure
persons on the ground.
The NPRM was prompted by AD No.
2011–0107, dated June 7, 2011, issued
by the European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Union. AD No. 2011–0107 was issued to
correct an unsafe condition for
Eurocopter Model MBB–BK 117 C–2
helicopters with jettisonable sliding
doors installed. EASA states that in
early 2010 it received a report that the
door guides of the jettison mechanism
on an MBB–BK 117 C–2 helicopter
released uncommanded while the door
was being opened, resulting in the door
detaching from the fuselage. EASA has
determined that ‘‘this condition, if not
detected and corrected, could result in
cases of in-flight loss of the jettisonable
PO 00000
Frm 00016
Fmt 4700
Sfmt 4700
door, possibly resulting in damage to, or
loss of control of, the helicopter, or
injury to persons on the ground.’’ As a
result, EASA requires repetitive
inspections for the correct installation of
the doors, door guides, and release
cables.
Comments
We gave the public the opportunity to
participate in developing this AD, but
we received no comments on the NPRM
(78 FR 44039, July 23, 2013).
FAA’s Determination
These helicopters have been approved
by the aviation authority of Germany
and are approved for operation in the
United States. Pursuant to our bilateral
agreement with Germany, EASA, its
technical representative, has notified us
of the unsafe condition described in the
EASA AD. We are issuing this AD
because we evaluated all information
provided by EASA and determined the
unsafe condition exists and is likely to
exist or develop on other helicopters of
these same type designs and that air
safety and the public interest require
adopting the AD requirements as
proposed.
Differences Between This AD and the
EASA AD
This AD requires that the inspections
be conducted within 50 hours time-inservice (TIS). The EASA AD requires
that the inspections be conducted
within 50 hours TIS or 60 days,
whichever occurs first after the effective
date of the EASA AD.
The EASA AD requires that you
contact Eurocopter to determine
corrective action, and this AD does not.
The EASA AD requires a repetitive
inspection, each time when the
installation of the door guides for the
jettisonable sliding doors is
accomplished. This AD does not require
this repetitive inspection because that is
considered normal maintenance.
Related Service Information
We reviewed Eurocopter Alert Service
Bulletin MBB–BK117 C–2–52A–015,
Revision 0, dated April 26, 2011 (ASB),
for Model MBB–BK 117 C–2 helicopters
with jettisonable sliding doors installed.
The ASB calls for inspecting the lock
release assembly for damage and correct
installation and inspecting the middle
lever and upper lever locking bolts for
correct installation. The ASBs require
the inspections to be conducted within
50 hours TIS or two months, whichever
occurs first, and thereafter after every
door guide installation.
E:\FR\FM\10MRR1.SGM
10MRR1
]]>Agencies
[Federal Register Volume 79, Number 46 (Monday, March 10, 2014)]
[Rules and Regulations]
[Pages 13201-13204]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-04570]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0554; Directorate Identifier 2012-SW-009-AD;
Amendment 39-17774; AD 2014-05-01]
RIN 2120-AA64
Airworthiness Directives; Eurocopter Deutschland GmbH Helicopters
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for
Eurocopter Deutschland GmbH (Eurocopter) Model EC135P1, EC135P2,
EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters. This AD requires
analyzing the main gearbox (MGB) oil for indications of metal chips or
pieces, reviewing the MGB log or equivalent record, and inspecting
certain teeth in the MGB after two chip indications. This AD was
prompted by a partial tooth rupture found in an MGB that was returned
to the manufacturer for repairs. The actions of this AD are intended to
detect wear in the MGB that could lead to a gear tooth rupture, failure
of the MGB, loss of power to the main rotor, and subsequent loss of
control of the helicopter.
DATES: This AD is effective April 14, 2014.
The Director of the Federal Register approved the incorporation by
reference of a certain document listed in this AD as of April 14, 2014.
ADDRESSES: For service information identified in this AD, contact
American Eurocopter Corporation, 2701 N. Forum Drive, Grand Prairie, TX
75052; telephone (972) 641-0000 or (800) 232-0323; fax (972) 641-3775;
or at https://www.eurocopter.com/techpub. 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.
[[Page 13202]]
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 AD, the European Aviation Safety
Agency (EASA) AD, any incorporated-by-reference service information,
the economic evaluation, any comments received, and other information.
The street address for the Docket Operations Office (phone: 800-647-
5527) is U.S. Department of Transportation, Docket Operations Office,
M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue
SE., Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Rao Edupuganti, Aviation Safety
Engineer, Regulations and Policy Group, Rotorcraft Directorate, FAA,
2601 Meacham Blvd., Fort Worth, Texas 76137; telephone (817) 222-5110;
email rao.edupuganti@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
On July 3, 2013, at 78 FR 40053, the Federal Register published our
notice of proposed rulemaking (NPRM), which proposed to amend 14 CFR
part 39 by adding an AD that would apply to Eurocopter Model EC135 P1,
EC135 P2, EC135 P2+, EC135 T1, EC135 T2, and EC135 T2+ helicopters with
an MGB, part number (P/N) 4649 010 003, 4649 010 005, 4649 010 006,
4649 010 006X, 4649 010 008, 4649 010 008X, 4649 001 007, 4649 010 010,
or 4649 010 013 installed. The NPRM proposed to require analyzing the
MGB oil for indications of metal chips or pieces, reviewing the MGB log
or equivalent record, and inspecting certain teeth in the MGB after two
chip indications. The proposed requirements were intended to detect
wear in the MGB that could lead to a gear tooth rupture, failure of the
MGB, loss of power to the main rotor, and subsequent loss of control of
the helicopter.
The Required Actions section of the NPRM had a typographical error
in some references to Eurocopter Alert Service Bulletin (ASB) EC135-
63A-012, Revision 5, dated September 6, 2011. That error has been
corrected in this AD.
The NPRM was prompted by AD No. 2009-0106R1, dated November 3,
2011, issued by EASA, which is the Technical Agent for the Member
States of the European Union. EASA advises that an MGB was returned to
the manufacturer for repair after ``several chip indications.''
According to EASA, a partial tooth rupture was detected after
disassembly of the gearbox and removal of a drive pinion. EASA states
the tooth rupture was determined to have been caused by wear. EASA AD
No. 2009-0106R1 includes requirements and timetables for oil sampling
and analysis; checking the gearbox log card for chip indications; and
corrective measures for chip indications. It also states that a
prescribed modification to the MGB would be terminating action for the
AD.
Comments
We gave the public the opportunity to participate in developing
this AD, but we received no comments on the NPRM (78 FR 40053, July 3,
2013).
FAA's Determination
These helicopters have been approved by the aviation authority of
Germany and are approved for operation in the United States. Pursuant
to our bilateral agreement with Germany, EASA, its technical
representative, has notified us of the unsafe condition described in
the EASA AD. We are issuing this AD because we evaluated all
information provided by EASA and determined the unsafe condition exists
and is likely to exist or develop on other helicopters of these same
type designs and that air safety and the public interest require
adopting the AD requirements as proposed except for correcting the
references to Eurocopter Alert Service Bulletin EC135-63A-012, Revision
5, dated September 6, 2011, in paragraphs (e)(2)(ii)(A), (e)(3),
(e)(4)(i), and (e)(4)(ii). These corrections are consistent with the
intent of the proposals in the NPRM (78 FR 40053, July 3, 2013) and
will not increase the economic burden on any operator nor increase the
scope of the AD.
Differences Between This AD and the EASA AD
The EASA AD applies to military EC635 helicopters. This AD does not
apply to EC635 helicopters because they are not type certificated in
the United States.
Related Service Information
Eurocopter issued ASB EC135-63A-012 on August 8, 2007, which was
followed by five revisions, the most recent of which was issued
September 6, 2011. The ASBs prescribe procedures to monitor and detect
wear in time to prevent MGB tooth ruptures in main transmissions for
EC135 and EC635 model helicopters. Revision 5 of the ASB prescribes
procedures for taking and analyzing scheduled oil samples, identifying
and addressing chip indications, and inspecting certain teeth in
gearboxes.
Costs of Compliance
We estimate that this AD affects 242 helicopters of U.S. Registry
and that labor costs average $85 per work-hour. Based on these
estimates, we expect the following costs:
Taking oil samples will take 1 work-hour. Assuming 2
samples per aircraft per year, we estimate a total cost of $170. No
parts are needed, so the total cost for the U.S. fleet is $41,140.
A laboratory analysis of 2 oil samples cost $200 per
helicopter for labor and equipment, for a total fleet cost of $48,400.
Inspecting the oil filter element for a chip requires
about a half-hour of labor for a cost per helicopter of about $43. No
parts are needed.
Inspecting certain teeth in the gearbox, performing a
ground run, and inspecting for leaking oil takes 8 work-hours for a
labor cost of $680. Parts cost $196, for a total cost per helicopter of
$876.
If the oil sample analysis indicates metal chips,
recording the results on the aircraft log card takes a half-hour for a
labor cost of about $43 per helicopter.
The cost of examining the log card for any previously
recorded chip indications is minimal.
Inspecting the chip detector for deposits requires about 5
minutes of labor for a labor cost of about $7.
Replacing the MGB with an airworthy MGB requires 8 work-
hours for a labor cost of $680. Parts cost $145,000 for total cost per
helicopter of $145,680.
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 helicopters identified in this
rulemaking action.
[[Page 13203]]
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will 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 that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under 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 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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 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):
2014-05-01 Eurocopter Deutschland GmbH (Eurocopter): Amendment 39-
17774; Docket No. FAA-2013-0554; Directorate Identifier 2012-SW-009-
AD.
(a) Applicability
This AD applies to Model EC135P1, EC135P2, EC135P2+, EC135T1,
EC135T2, and EC135T2+ helicopters with a main gearbox (MGB), part
number (P/N) 4649 010 003, 4649 010 005, 4649 010 006, 4649 010
006X, 4649 010 008, 4649 010 008X, 4649 001 007, 4649 010 010, or
4649 010 013 installed, certificated in any category.
(b) Unsafe Condition
This AD defines the unsafe condition as a tooth rupture in the
MGB. This condition could result in failure of the MGB, loss of
power to the main rotor, and subsequent loss of control of the
helicopter.
(c) Effective Date
This AD becomes effective April 14, 2014.
(d) 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.
(e) Required Actions
(1) Within 100 hours time-in-service (TIS), and thereafter at
intervals not to exceed 100 hours or 12 months, whichever occurs
first, take an oil sample in accordance with the Accomplishment
Instructions, Part 1, of Eurocopter Alert Service Bulletin EC135-
63A-012, Revision 5, dated September 6, 2011 (ASB EC135-63A-012).
(2) Within 25 hours TIS after taking the oil sample in paragraph
(e)(1) of this AD, analyze the oil sample in accordance with the
Accomplishment Instructions, Part 2.A. through Part 2.C. of ASB
EC135-63A-012, except that you are not required to contact
Eurocopter.
(i) If the analysis indicates Stage II as specified by the
Accomplishment Instructions, Part 2.B., of ASB EC135-63A-012, within
25 hours TIS, remove and inspect the oil filter element for a chip,
defined as any solid piece of metal but not metallic fuzz or fine
particles.
(A) If there are no chips, clean the oil filter element and chip
detector, inspect the drive stage toothing, perform a ground run,
and inspect for leaking oil in accordance with the Accomplishment
Instructions, Part 4.A through 4.G, of ASB EC135-63A-012. Change the
oil.
(B) If there is a chip, replace the MGB with an airworthy MGB
before further flight.
(ii) If the analysis indicates Stage III as specified by the
Accomplishment Instructions, Part 2.B., of ASB EC135-63A-012 and if
the water content is between 0.1 and 0.5 percent, within 10 hours
TIS, remove and inspect the oil filter element for a chip.
(A) If there are no chips, clean the oil filter element and chip
detector, inspect the drive stage toothing, perform a ground run,
and inspect for leaking oil in accordance with the Accomplishment
Instructions, Part 4.A through 4.G, of ASB EC135-63A-012. Change the
oil.
(B) If there is a chip, replace the MGB with an airworthy MGB
before further flight.
(3) Before the MGB has accumulated 300 hours TIS, determine
whether two or more chip indications have occurred. If two or more
chip indications have occurred, inspect the drive stage toothing,
perform a ground run, and inspect for leaking oil in accordance with
the Accomplishment Instructions, Part 4.A through 4.G, of ASB EC135-
63A-012.
(4) Any time there is a chip indication, remove and inspect the
chip detector for deposits (fine particles or metallic fuzz) or
chips, and remove and inspect the oil filter element for a chip.
(i) If there are no chips and a minimal amount of particles or
metallic fuzz, corresponding to Figure 5, Stage A of ASB EC135-63A-
012, clean the chip detector and the oil filter element and enter
the chip indication on the MGB log card before further flight.
(ii) If there are no chips and some particles or metallic fuzz,
corresponding to Figure 5, Stage B of ASB EC135-63A-012, clean the
chip detector and the oil filter element and enter the chip
indication on the MGB log card before further flight, and within 10
hours TIS inspect the drive stage toothing, perform a ground run,
and inspect for leaking oil in accordance with the Accomplishment
Instructions, Part 4.A through 4.G, of ASB EC135-63A-012. Perform a
ground run for 15 minutes at the flight-idle power setting, and then
re-inspect the chip detector for a chip, particles, and metallic
fuzz.
(iii) If there is a chip, replace the MGB with an airworthy MGB.
(f) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Safety Management Group, FAA, may approve AMOCs
for this AD. Send your proposal to: Rao Edupuganti, Aviation Safety
Engineer, Regulations and Policy Group, Rotorcraft Directorate, FAA,
2601 Meacham Blvd., Fort Worth, Texas 76137; telephone (817) 222-
5110; email rao.edupuganti@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.
(g) Additional Information
The subject of this AD is addressed in the European Aviation
Safety Agency (EASA) AD No. 2009-0106R1, dated November 3, 2011. You
may view the EASA AD on the Internet at https://www.regulations.gov
in Docket No. FAA-2013-0554.
(h) Subject
Joint Aircraft Service Component (JASC) Code: 6320, Main Rotor
Gearbox.
(i) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Eurocopter Alert Service Bulletin EC135-63A-012, Revision 5,
dated September 6, 2011.
(ii) Reserved.
(3) For Eurocopter service information identified in this AD,
contact American Eurocopter Corporation, 2701 N. Forum Drive, Grand
Prairie, TX 75052; telephone (972) 641-0000 or (800) 232-0323; fax
(972) 641-3775; or at https://www.eurocopter.com/techpub.
(4) You may view this service information at FAA, Office of the
Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663,
Fort Worth, Texas 76137. For information on the availability of this
material at the FAA, call (817) 222-5110.
[[Page 13204]]
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call (202) 741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Fort Worth, Texas, on February 24, 2014.
Bruce E. Cain,
Acting Directorate Manager, Rotorcraft Directorate, Aircraft
Certification Service.
[FR Doc. 2014-04570 Filed 3-7-14; 8:45 am]
BILLING CODE 4910-13-P
