Airworthiness Directives; Airbus Helicopters (Previously Eurocopter France (Eurocopter) Helicopters), 53024-53028 [2015-21689]
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asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
53024
Federal Register / Vol. 80, No. 170 / Wednesday, September 2, 2015 / Proposed Rules
be generated at the higher assessment
rate for the committee to meet its
anticipated expenses.
The major expenditures
recommended by the committee for the
2015–16 crop year include: Salaries and
employee-related costs of $1,402,906;
administration costs of $610,000;
compliance activities of $30,000;
research of $129,000; operation and
maintenance of generic marketing
programs of $3,520,178; and a
contingency of $355,503.
In comparison, last year’s approved
budgeted expenditures included:
Salaries and employee-related costs of
$1,337,100; administration costs of
$493,500; compliance activities of
$30,000; research of $85,000; operation
and maintenance of generic marketing
programs of $3,296,800; and a
contingency of $100,000. The total
budget approved for the 2014–15 crop
year was $5,175,540.
The committee believes that more
funds should be spent in promoting
raisins internationally, including China.
For that reason, expenses for research
and promotion activities have been
increased: Operation and maintenance
of generic marketing programs increased
from $3,296,800 for the 2014–15 crop
year to $3,520,178 for the 2015–16 crop
year, and research has increased from
$85,000 for the 2014–15 crop year to
$129,000 for the 2015–16 crop year. In
order to fund these additional proposed
expenditures, the committee
recommended an increased assessment
rate.
Pursuant to § 989.81(a) of the order,
any unexpended assessment funds from
the crop year must be credited or
refunded to the handlers from whom
collected.
Prior to arriving at this budget and
assessment rate, the committee
considered information from various
sources, such as the committee’s Audit
and Marketing Subcommittees.
Alternative spending levels were
discussed by the Marketing and Audit
Subcommittees, which met on June 8,
2015 and June 11, 2015, to review the
committee’s financial operations.
The committee ultimately decided
that the recommended budget and
assessment rate were reasonable and
necessary to properly administer the
order.
A review of statistical data on the
California raisin industry indicates that
assessment revenue has consistently
been less than one percent of grower
revenue in recent years. With a $17.00
assessment rate, assessment revenue
would be expected to remain at less
than one percent of grower revenue.
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Regarding the impact of this action on
affected entities, this action would
increase the assessment obligation
imposed on handlers. While increased
assessments impose additional costs on
handlers regulated under the order, the
rates are uniform on all handlers, and
proportional to the size of their
businesses. It is expected that these
costs would be offset by the benefits
derived from the operation of the order.
In addition, the meetings of the Audit
and Marketing Subcommittees, and the
full committee were widely publicized
throughout the California raisin
industry, and all interested persons
were invited to attend the meetings and
encouraged to participate in committee
deliberations on all issues. Like all
subcommittee and committee meetings,
the June 8, 2015 and June 11, 2015,
meetings were public meetings, and all
entities, both large and small, were able
to express views on this issue. Finally,
interested persons are invited to submit
comments on this proposed rule,
including the regulatory and
informational impacts of this action on
small businesses.
In accordance with the Paperwork
Reduction Act of 1995 (44 U.S.C.
Chapter 35), the order’s information
collection requirements have been
previously approved by the Office of
Management and Budget (OMB) and
assigned OMB No. 0581–0178,
‘‘Vegetable and Specialty Crops.’’ No
changes in those requirements as a
result of this action are necessary.
Should any changes become necessary,
they would be submitted to OMB for
approval.
This proposed rule would impose no
additional reporting or recordkeeping
requirements on either small or large
California raisin handlers. As with all
Federal marketing order programs,
reports and forms are periodically
reviewed to reduce information
requirements and duplication by
industry and public sector agencies.
AMS is committed to complying with
the E-Government Act, to promote the
use of the internet and other
information technologies to provide
increased opportunities for citizen
access to Government information and
services, and for other purposes.
USDA has not identified any relevant
Federal rules that duplicate, overlap, or
conflict with this action.
A small business guide on complying
with fruit, vegetable, and specialty crop
marketing agreements and orders may
be viewed at: https://www.ams.usda.gov/
MarketingOrdersSmallBusinessGuide.
Any questions about the compliance
guide should be sent to Jeffrey Smutny
at the previously mentioned address in
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Fmt 4702
Sfmt 4702
the FOR FURTHER INFORMATION CONTACT
section.
A 30-day comment period is provided
to allow interested persons to respond
to this proposed rule. Thirty days is
deemed appropriate because: (1) The
2015–16 crop year begins on August 1,
2015, and the order requires the rate of
assessment for each crop year to apply
to all assessable raisins handled during
the crop year; (2) the committee needs
to have sufficient funds to pay its
expenses, which are incurred on a
continuous basis; and (3) handlers are
aware of this action, which was
unanimously recommended by the
committee at a public meeting.
List of subjects in 7 CFR Part 989
Grapes, Marketing agreements,
Raisins, Reporting and recordkeeping
requirements.
For the reasons set forth in the
preamble, 7 CFR part 989 is proposed to
be amended as follows:
PART 989—RAISINS PRODUCED
FROM GRAPES GROWN IN
CALIFORNIA
1. The authority citation for 7 CFR
part 989 continues to read as follows:
■
Authority: 7 U.S.C. 601–674.
2. Section 989.347 is revised to read
as follows:
■
§ 989.347
Assessment rate.
On and after August 1, 2015, an
assessment rate of $17.00 per ton is
established for assessable raisins
produced from grapes grown in
California.
Dated: August 28, 2015.
Rex A. Barnes,
Associate Administrator, Agricultural
Marketing Service.
[FR Doc. 2015–21850 Filed 9–1–15; 8:45 am]
BILLING CODE P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–3657; Directorate
Identifier 2012–SW–069–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus
Helicopters (Previously Eurocopter
France (Eurocopter) Helicopters)
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
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Federal Register / Vol. 80, No. 170 / Wednesday, September 2, 2015 / Proposed Rules
We propose to supersede
airworthiness directive (AD) 2007–25–
08 for Eurocopter Model SA–365 N1,
AS–365N2, AS 365 N3, SA–366G1, EC
155B, and EC155B1 helicopters. AD
2007–25–08 currently requires checking
the tail rotor gearbox (TGB) oil level,
inspecting the magnetic plug for chips
and either replacing the TGB or further
inspecting for axial play in the tail rotor
hub pitch change control spider
(spider), and if axial play is found in the
spider, replacing the pitch control rod
assembly double bearing (bearing).
Since we issued the AD 2007–25–08, we
have received reports of new
occurrences of loss of yaw control due
to failure of the control rod bearing.
This proposed AD would retain some of
the requirements of AD 2007–25–08,
revise the inspections for play in the
double bearing to improve the detection
of play, require replacing the TGB
control shaft guide bushes, clarify the
criteria concerning particle detection,
and change the inspection for play in
the double bearing after the guide
bushes have been replaced. The
proposed actions are intended to
prevent damage to the bearing resulting
in end play, loss of tail rotor pitch
control, and subsequent loss of control
of the helicopter.
DATES: We must receive comments on
this proposed AD by November 2, 2015.
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.
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SUMMARY:
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
European Aviation Safety Agency
(EASA) 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.
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For service information identified in
this proposed AD, contact Airbus
Helicopters, Inc., 2701 N. Forum Drive,
Grand Prairie, TX 75052; telephone
(972) 641–0000 or (800) 232–0323; fax
(972) 641–3775; or at https://
www.airbushelicopters.com/techpub.
You may review service information at
the FAA, Office of the Regional Counsel,
Southwest Region, 10101 Hillwood
Pkwy, Room 6N–321, Fort Worth, Texas
76177.
FOR FURTHER INFORMATION CONTACT: Matt
Wilbanks, Aviation Safety Engineer,
Rotorcraft Certification Office,
Rotorcraft Directorate, FAA, 10101
Hillwood Pkwy, Fort Worth, Texas
76177; telephone (817) 222–5110; email
matt.wilbanks@faa.gov.
SUPPLEMENTARY INFORMATION:
further inspecting for axial play in the
spider. If axial play is found in the
spider, AD 2007–25–08 requires
replacing the bearing. AD 2007–25–08
was prompted by EASA Emergency AD
No. 2006–0258R1–E, dated August 29,
2006, as well as the finding that metal
chips were not detected on the magnetic
plug due to insufficient oil flow because
the oil in the TGB was being maintained
at the minimum level. The actions of
AD 2007–25–08 are intended to detect
metal chips on the magnetic plug and to
prevent damage to the bearing resulting
in end play, loss of tail rotor pitch
control, and subsequent loss of control
of the helicopter.
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.
Since we issued AD 2007–25–08 (72
FR 69604, December 10, 2007), we have
received reports of new occurrences of
loss of yaw control due to failure of the
control rod bearing.
EASA, which is the Technical Agent
for the Member States of the European
Union, has since superseded EASA
Emergency AD No. 2006–0258R1–E
with several ADs, the most recent being
EASA AD No. 2012–0170R2, dated June
20, 2014, to correct an unsafe condition
for these Airbus Model helicopters.
After receiving reports of several new
occurrences of damage to the bearings
and subsequent investigations of the
incidents, EASA advises of
implementing additional, revised
inspection and corrective actions;
reducing the interval between
inspections; a modification replacing
both guide bushes and improving the
tolerance between the control shaft and
the TGB wheel to limit the friction loads
on the control bearing; and requiring the
play measurement of the TGB to control
rod, shaft assembly double bearing to be
measured according to the type of
fenestron installed. EASA AD 2012–
0170R2 also excludes helicopters
modified in accordance with
modification (MOD) 07 65B63.
Discussion
FAA’s Determination
On November 27, 2007, we issued AD
2007–25–08, Amendment 39–15290 (72
FR 69604, December 10, 2007) for
Eurocopter (now Airbus Helicopters)
Model SA–365 N1, AS–365 N2, AS 365
N3, SA–366G1, EC 155B, and EC155B1
helicopters. AD 2007–25–08 requires
repetitively checking the TGB oil level
to ensure it is at the maximum level. AD
2007–25–08 also requires repetitively
inspecting the magnetic plug for chips,
and depending on the quantity of chips
found, either replacing the TGB or
These helicopters have been approved
by the aviation authority of France and
are approved for operation in the United
States. Pursuant to our bilateral
agreement with France, EASA, its
technical representative, has notified us
of the unsafe condition described in its
AD. We are proposing this AD because
we evaluated all known relevant
information and determined that an
unsafe condition is likely to exist or
develop on other products of the same
type design.
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Actions Since AD 2007–25–08 Was
Issued
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Federal Register / Vol. 80, No. 170 / Wednesday, September 2, 2015 / Proposed Rules
Related Service Information Under 1
CFR Part 51
We reviewed ASB No. AS365–
05.00.61, Revision 4, dated April 8,
2014, for FAA-certificated Model SA
365 N1, AS 365 N2, and AS 365 N3
helicopters and for non-FAAcertificated Model AS355F, F1, and F2
helicopters; ASB No. SA366–05.41,
Revision 4, dated April 8, 2014, for
FAA-certificated Model SA–366G1 and
non-FAA-certificated Model SA–366GA
helicopters; and ASB No. EC155–
05A022, Revision 4, dated April 8, 2014,
for FAA-certificated Model EC 155B and
EC155B1 helicopters. All three ASBs
describe procedures for monitoring the
behavior of the bearing by checking its
axial play by dimensional measurement
and by maintaining the operating oil at
the maximum level. EASA classified
this service information as mandatory
and issued EASA AD No. 2012–0170R2
to ensure the continued airworthiness of
these helicopters. This service
information is reasonably available
because the interested parties have
access to it through their normal course
of business or by the means identified
in the ADDRESSES section of this NPRM.
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
Proposed AD Requirements
This proposed AD would require:
• Checking the TGB oil level at
specified intervals. An owner/operator
(pilot) may perform this visual check
and must enter compliance into the
helicopter maintenance records in
accordance with 14 CFR §§ 43.9(a)(1)
through (4) and 91.417(a)(2)(v). A pilot
may perform this check because it
involves only a visual check for the oil
level in the TGB and can be performed
equally well by a pilot or a mechanic.
This check is an exception to our
standard maintenance regulations.
• Inspecting the magnetic plug of the
TGB for chips at specified intervals.
• Within 300 hours time-in-service
(TIS), replacing each affected partnumbered TGB guide bush with an
airworthy guide bush, inspecting the
bearing of the TGB control shaft and rod
assembly for M50 type particles, and
performing measurements of play in the
TGB control shaft and rod assembly.
• Within 110 hours TIS after
replacing the guide bush, and thereafter
at intervals not to exceed 55 hours TIS,
performing certain measurements for
play in the TGB control shaft and rod
assembly.
This proposed AD would not apply to
helicopters with TGB part number
365A33–6005–09 installed. Airbus
Helicopters refers to the installation of
this part-numbered TGB as MOD 07
65B63.
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Differences Between the Proposed AD
and the EASA AD
The calendar times in the EASA AD
have already passed and are not
included in this proposed AD.
Costs of Compliance
We estimate that this proposed AD
would affect 133 helicopters of U.S.
Registry. We estimate that operators
may incur the following costs in order
to comply with this AD. The estimated
labor cost is $85 per work-hour. We
estimate .5 work-hour to check the TGB
oil level for a cost of $43 per helicopter
and $5,719 for the fleet each inspection
cycle. We estimate .5 work-hour to
inspect the magnetic plug on the TGB
for chips for a cost of $43 per helicopter
and $5,719 for the fleet each inspection
cycle. We estimate 3 work-hours to
measure the play in the TGB control
shaft and rod assembly for a cost of $255
per helicopter and $33,915 for the fleet
each inspection cycle. Replacing the
TGB control shaft guide bushes would
take 4 work-hours and required parts
would cost $565, for an estimated total
of $905 per helicopter and $120,365 for
the U.S. operator fleet. Inspecting the
TGB control shaft and rod assembly for
steel particles would take 6 work-hours
for a cost per helicopter of $510 and a
fleet cost of $67,830. If necessary, it
would cost about $30,000 per helicopter
to replace the TGB and $24,000 for
overhaul of the TGB to replace the
bearing.
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
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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, 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.
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
removing Airworthiness Directive (AD)
2007–25–08, Amendment 39–15290 (72
FR 69604, December 10, 2007), and
adding the following new AD:
■
Airbus Helicopters (Previously Eurocopter
France Helicopters): Docket No. FAA–
2015–3657; Directorate Identifier 2012–
SW–069–AD.
(a) Applicability
This AD applies to Model SA–365N1, AS–
365N2, AS 365 N3, SA–366G1, EC 155B, and
EC155B1 helicopters, with a tail rotor
gearbox (TGB) pitch control rod assembly
double bearing (bearing) installed,
certificated in any category, except
helicopters with TGB part number (P/N)
365A33–6005–09 installed.
(b) Unsafe Condition
This AD defines the unsafe condition as
damage to the bearing, which could result in
end play, loss of tail rotor pitch control, and
subsequent loss of control of the helicopter.
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Federal Register / Vol. 80, No. 170 / Wednesday, September 2, 2015 / Proposed Rules
(c) Affected ADs
This AD supersedes AD 2007–25–08,
Amendment 39–15290 (72 FR 69604,
December 10, 2007).
(d) Comments Due Date
We must receive comments by November
2, 2015.
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
(e) 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.
(f) Required Actions
(1) Check the TGB oil level at the following
intervals:
(i) For Model SA–365N1, AS–365N2, AS
365 N3 helicopters, at intervals not to exceed
10 hours time-in-service (TIS).
(ii) For Model SA366G1 helicopters, at
each daily flight check.
(iii) For Model EC 155B and EC155B1
helicopters, at intervals not to exceed 15
hours TIS or 7 days, whichever occurs first.
(iv) The actions required by paragraph
(f)(1) of this AD may be performed by the
owner/operator (pilot) holding at least a
private pilot certificate and must be entered
into the aircraft records showing compliance
with this AD in accordance with 14 CFR
§§ 43.9(a)(1) through (4) and 14 CFR
91.417(a)(2)(v). The record must be
maintained as required by 14 CFR §§ 91.417,
121.380, or 135.439.
(2) If the oil level is not at maximum,
before further flight, a qualified mechanic
must fill it to the maximum level.
(3) Inspect the magnetic plug of the TGB
for any chips as follows:
(i) At intervals not to exceed 25 hours TIS
for helicopters with a magnetic plug without
a chip electrical indication in the cockpit, or
(ii) At intervals not to exceed 100 hours
TIS and after any illumination of the TGB
‘‘CHIP’’ warning light for helicopters with a
chip electrical indication in the cockpit.
(4) If you find any chips during the
inspection in paragraph (f)(3) of this AD,
determine whether the quantity of chips is
within the removal criteria.
(i) If the quantity of chips on the magnetic
plug is at or above the removal criteria,
before further flight, replace the TGB with an
airworthy TGB.
(ii) If the quantity of chips on the magnetic
plug is below the removal criteria, comply
with paragraph (f)(6) of this AD before further
flight.
(5) Within 300 hours TIS, without
removing the TGB:
(i) Replace each TGB control shaft guide
bush (guide bush), P/N 365A33–6189–20 and
365A33–6189–21, with guide bush, P/N
365A33–6223–20, and replace each guide
bush, P/N 365A33–6188–20, with guide
bush, P/N 365A33–6222–20.
Note 1 to paragraph (f)(5)(i) of this AD:
Airbus Helicopters refers to the replacement
of the guide bushes as Modification 0765B58.
(ii) Inspect the bearing of the TGB control
shaft and rod assembly for M50 type particles
(particles) as shown in Figures 1 through 3
of Airbus Helicopters Alert Service Bulletin
(ASB) No. AS365–05.00.61, Revision 4, dated
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April 8, 2014, for Model SA 365 N1, AS 365
N2, and AS 365 N3 helicopters (AS365–
05.00.61); ASB No. SA366–05.41, Revision 4,
dated April 8, 2014, for Model SA 366G1
helicopters (SA366–05.41); or ASB No.
EC155–05A022, Revision 4, dated April 8,
2014, for Model EC 155B and EC155B1
helicopters (EC155–05A022). Inspect the
bearing by separating the control shaft (item
q of Figure 3) from the control rod (item p
of Figure 3), rinse the bearing with white
spirit or equivalent, collect the product on a
blotting paper, and inspect for particles
inside the control shaft, around the bearing,
and on blotting paper.
(A) If there are no particles, clean the
control shaft and control rod with white
spirit or equivalent and install the control
shaft and control rod.
(B) If there are any particles, replace the
bearing with an airworthy bearing.
(iii) Perform measurements of play in the
TGB control shaft and rod assembly bearing
as follows:
(A) For the TGB side:
(1) Remove the cover and inspect the
positioning of the locking of the 3 screws, as
shown in the two positioning for
measurement photographs in the
Accomplishment Instructions under
paragraph 3.B.4.a.(1) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022.
Correctly lock the screws if the positioning
is inconvenient for measurement. Set the
pedal unit to the neutral position and rig the
tail servo-control using a 6 mm diameter pin.
Remove any primer and paint from the
support casing face of the servo-control using
600 grit sand paper. Apply DOW 19 or
equivalent protection and a coat of primer
P05 or equivalent. Do not reapply primer and
paint to the support casing face of the servocontrol.
(2) Perform a measurement ‘‘M1’’ using a
caliper gage, between the end of the control
rod (item p in the three photographs in the
Accomplishment Instructions under
paragraph 3.B.4.a.(1) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022)
and the seating face of the servo-control on
the casing. Mark the position of the caliper
gage on the support casing face of the servocontrol as ‘‘R1’’ using a permanent felt tip
pen. Position the caliper gage on R1 (shown
in the first of the three photographs in the
Accomplishment Instructions under
paragraph 3.B.4.a.(1) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022)
and on the screw (item ac in the first of the
three photographs in the Accomplishment
Instructions under paragraph 3.B.4.a.(1) of
ASB AS365–05.00.61, SA336–05.41, or
EC155–05A022) of the universal joint of the
servo-control. Set the mobile part of the
caliper gage against the end of the control
rod. Shift the caliper gage against the control
lever (item ab in the last photograph in the
Accomplishment Instructions under
paragraph 3.B.4.a.(1) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022)
while remaining in contact with the end of
the control rod.
(3) Record measurement M1 indicated on
the caliper gage on the component history
card or equivalent record.
(B) For the TRH side:
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(1) Perform a measurement ‘‘M2’’ using a
caliper gage between the flat face of the
center plate (item c in the photograph in the
Accomplishment Instructions under
paragraph 3.B.4.a.(2) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022)
and the face of the inner web (item ad in the
photograph in the Accomplishment
Instructions under paragraph 3.B.4.a.(2) of
ASB AS365–05.00.61, SA336–05.41, or
EC155–05A022) of the rotor hub on which
the inner bearings of the TRH blades are
installed. Position the caliper gage flat across
the opening (item ae in the photograph in the
Accomplishment Instructions under
paragraph 3.B.4.a.(2) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022) of
the pitch change spider. Mark the position of
the caliper gage on the flat surface of the
center plate as ‘‘R2’’ and on the opening as
‘‘R3’’ using a permanent felt tip pen.
(2) Record measurement M2 indicated on
the caliper gage.
(3) Calculate a measurement ‘‘M0’’ by
adding measurements M1 (required in
paragraph (f)(5)(iii)(A) of this AD) and M2.
(4) Perform measurements M1 and M2
again by repeating the requirements in
paragraphs (f)(5)(iii)(A) and (f)(5)(iii)(B) of
this AD and calculate a second measurement
M0.
(5) Calculate the difference between the
two M0 measurements. If the difference is
not less than 0.25 mm (0.01 inch), calculate
the two M0 measurements again.
(6) Calculate the mean value of the two M0
measurements and record it on the
component history card or equivalent record.
This M0 measurement will be the reference
measurement enabling you to evaluate any
increase in the play in the bearing of the
control shaft and rod assembly during later
inspections.
(6) Within 110 hours TIS after replacing
the guide bush, and thereafter at intervals not
to exceed 55 hours TIS, perform
measurements for play in the TGB control
shaft and rod assembly as follows.
(i) On the TGB side:
(A) Remove the TGB fairing, set the pedal
unit to the neutral position and rig the tail
servo-control using a 6 mm diameter pin.
(B) Perform measurement ‘‘M1’’ using a
caliper gage between the end of the control
rod (item p in the three photographs in the
Accomplishment Instructions under
paragraph 3.B.4.b (1) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022)
and the seating face of the servo-control on
the casing. Position the caliper gage on mark
R1 and the bearing against the screw (item ac
as shown in the first of the three photographs
in the Accomplishment Instructions under
paragraph 3.B.4.b.(1) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022) of
the universal joint of the servo-control. Set
the mobile part of the caliper gage against the
end of the control rod. Shift the caliper gage
against the control lever (item ab as shown
in the last of the three photographs in the
Accomplishment Instructions under
paragraph 3.B.4.b.(1) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022)
while remaining in contact with the end of
the control rod.
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asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
(C) Record measurement M1 indicated on
the caliper gage on the component history
card or equivalent record.
(ii) On the tail rotor hub (TRH) side:
(A) Remove the fairing and perform a
measurement ‘‘M2’’ using a caliper gage
between the flat face of the center plate (item
c in the photograph in the Accomplishment
Instructions under paragraph 3.B.4.b.(2) of
ASB AS365–05.00.61, SA336–05.41, or
EC155–05A022) and the face of the inner web
(item ad in the photograph in the
Accomplishment Instructions under
paragraph 3.B.4.b.(2) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022) of
the rotor hub on which the inner bearings of
the TRH blades are installed. Position the
caliper gage flat across the opening of the
pitch change spider on R2 and R3 as shown
in the right photograph in the
Accomplishment Instructions under
paragraph 3.B.4.b.(2) of ASB AS365–
05.00.61, SA336–05.41, or EC155–05A022.
(B) Record measurement M2 indicated on
the caliper gage on the component history
card or equivalent record.
(C) Calculate a measurement ‘‘M3’’ by
adding measurements M1 and M2.
(D) Calculate the difference between
measurement ‘‘M0’’ indicated on the TGB
component history card or equivalent record
and M3.
(1) If the difference between measurement
M0 and M3 is less than 0.5 mm (0.02 inch),
perform an additional inspection for play in
the bearing of the TGB control shaft and rod
assembly by following the Accomplishment
Instructions, paragraph 3.B.6., of ASB
AS365–05.00.61, SA366–05.41, or EC155–
05A022. If there is no axial play at the TRH
pitch change spider, record value M3 on the
component history card or equivalent record.
If there is axial play at the TRH pitch change
spider, replace the bearing with an airworthy
bearing and perform a new reference
measurement by following the requirements
of paragraph (f)(6) of this AD.
(2) If the difference between the
measurements is equal to or greater than 0.5
mm (0.02 inch), replace the bearing with an
airworthy bearing and perform a new
reference measurement by following the
requirements of paragraph (f)(6) of this AD.
(g) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Safety Management
Group, FAA, may approve AMOCs for this
AD. Send your proposal to: Matt Wilbanks,
Aviation Safety Engineer, Rotorcraft
Certification Office, Rotorcraft Directorate,
FAA, 10101 Hillwood Pkwy, Fort Worth,
Texas 76177; telephone (817) 222–5110;
email 9-ASW-FTW-AMOC-Requests@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.
(h) Additional Information
The subject of this AD is addressed in
European Aviation Safety Agency (EASA) AD
VerDate Sep<11>2014
18:00 Sep 01, 2015
Jkt 235001
No. 2012–0170R2, dated June 20, 2014. You
may view the EASA AD on the internet at
https://www.regulations.gov in Docket No.
FAA–2015–3657.
(i) Subject
Joint Aircraft Service Component (JASC)
Code: 6520 Tail Rotor Gearbox.
Issued in Fort Worth, Texas, on August 21,
2015.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft
Directorate, Aircraft Certification Service.
[FR Doc. 2015–21689 Filed 9–1–15; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–3659; Directorate
Identifier 2014–SW–050–AD]
RIN 2120–AA64
Airworthiness Directives; MD
Helicopters Inc., Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for MD
Helicopters Inc. (MDHI) Model 369A,
369D, 369E, 369FF, 369HE, 369HM,
369HS, 500N, and 600N helicopters
with a certain part-numbered main rotor
blade attach pin (pin) installed. This
proposed AD would require ensuring
the life limit of the pin as listed in the
Airworthiness Limitations section of
aircraft maintenance records and
Instructions for Continued
Airworthiness (ICA). If the hours timein-service (TIS) of a pin is unknown, or
if a pin has exceeded its life limit, this
proposed AD would require removing
the affected pin from service. This
proposed AD is prompted by a report
from an operator who purchased pins
that did not have life limit
documentation. The proposed actions
are intended to document the life limit
to prevent a pin remaining in service
beyond its fatigue life, which could
result in failure of a pin, failure of a
main rotor blade, and subsequent loss of
control of the helicopter.
DATES: We must receive comments on
this proposed AD by November 2, 2015.
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.
SUMMARY:
PO 00000
Frm 00010
Fmt 4702
Sfmt 4702
• 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 Aerometals,
3920 Sandstone Dr., El Dorado Hills, CA
95762, telephone (916) 939–6888, fax
(916) 939–6555, www.aerometals.aero.
You may review the referenced service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
10101 Hillwood Pkwy, Room 6N–321,
Fort Worth, TX 76177.
FOR FURTHER INFORMATION CONTACT:
Galib Abumeri, Aviation Safety
Engineer, Los Angeles Aircraft
Certification Office, Transport Airplane
Directorate, FAA, 3960 Paramount
Blvd., Lakewood, California 90712;
telephone (562) 627–5324; email
Galib.Abumeri@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
E:\FR\FM\02SEP1.SGM
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]]>Agencies
[Federal Register Volume 80, Number 170 (Wednesday, September 2, 2015)]
[Proposed Rules]
[Pages 53024-53028]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-21689]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-3657; Directorate Identifier 2012-SW-069-AD]
RIN 2120-AA64
Airworthiness Directives; Airbus Helicopters (Previously
Eurocopter France (Eurocopter) Helicopters)
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
[[Page 53025]]
SUMMARY: We propose to supersede airworthiness directive (AD) 2007-25-
08 for Eurocopter Model SA-365 N1, AS-365N2, AS 365 N3, SA-366G1, EC
155B, and EC155B1 helicopters. AD 2007-25-08 currently requires
checking the tail rotor gearbox (TGB) oil level, inspecting the
magnetic plug for chips and either replacing the TGB or further
inspecting for axial play in the tail rotor hub pitch change control
spider (spider), and if axial play is found in the spider, replacing
the pitch control rod assembly double bearing (bearing). Since we
issued the AD 2007-25-08, we have received reports of new occurrences
of loss of yaw control due to failure of the control rod bearing. This
proposed AD would retain some of the requirements of AD 2007-25-08,
revise the inspections for play in the double bearing to improve the
detection of play, require replacing the TGB control shaft guide
bushes, clarify the criteria concerning particle detection, and change
the inspection for play in the double bearing after the guide bushes
have been replaced. The proposed actions are intended to prevent damage
to the bearing resulting in end play, loss of tail rotor pitch control,
and subsequent loss of control of the helicopter.
DATES: We must receive comments on this proposed AD by November 2,
2015.
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 European
Aviation Safety Agency (EASA) 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
Airbus Helicopters, Inc., 2701 N. Forum Drive, Grand Prairie, TX 75052;
telephone (972) 641-0000 or (800) 232-0323; fax (972) 641-3775; or at
https://www.airbushelicopters.com/techpub. You may review service
information at the FAA, Office of the Regional Counsel, Southwest
Region, 10101 Hillwood Pkwy, Room 6N-321, Fort Worth, Texas 76177.
FOR FURTHER INFORMATION CONTACT: Matt Wilbanks, Aviation Safety
Engineer, Rotorcraft Certification Office, Rotorcraft Directorate, FAA,
10101 Hillwood Pkwy, Fort Worth, Texas 76177; telephone (817) 222-5110;
email matt.wilbanks@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 November 27, 2007, we issued AD 2007-25-08, Amendment 39-15290
(72 FR 69604, December 10, 2007) for Eurocopter (now Airbus
Helicopters) Model SA-365 N1, AS-365 N2, AS 365 N3, SA-366G1, EC 155B,
and EC155B1 helicopters. AD 2007-25-08 requires repetitively checking
the TGB oil level to ensure it is at the maximum level. AD 2007-25-08
also requires repetitively inspecting the magnetic plug for chips, and
depending on the quantity of chips found, either replacing the TGB or
further inspecting for axial play in the spider. If axial play is found
in the spider, AD 2007-25-08 requires replacing the bearing. AD 2007-
25-08 was prompted by EASA Emergency AD No. 2006-0258R1-E, dated August
29, 2006, as well as the finding that metal chips were not detected on
the magnetic plug due to insufficient oil flow because the oil in the
TGB was being maintained at the minimum level. The actions of AD 2007-
25-08 are intended to detect metal chips on the magnetic plug and to
prevent damage to the bearing resulting in end play, loss of tail rotor
pitch control, and subsequent loss of control of the helicopter.
Actions Since AD 2007-25-08 Was Issued
Since we issued AD 2007-25-08 (72 FR 69604, December 10, 2007), we
have received reports of new occurrences of loss of yaw control due to
failure of the control rod bearing.
EASA, which is the Technical Agent for the Member States of the
European Union, has since superseded EASA Emergency AD No. 2006-0258R1-
E with several ADs, the most recent being EASA AD No. 2012-0170R2,
dated June 20, 2014, to correct an unsafe condition for these Airbus
Model helicopters. After receiving reports of several new occurrences
of damage to the bearings and subsequent investigations of the
incidents, EASA advises of implementing additional, revised inspection
and corrective actions; reducing the interval between inspections; a
modification replacing both guide bushes and improving the tolerance
between the control shaft and the TGB wheel to limit the friction loads
on the control bearing; and requiring the play measurement of the TGB
to control rod, shaft assembly double bearing to be measured according
to the type of fenestron installed. EASA AD 2012-0170R2 also excludes
helicopters modified in accordance with modification (MOD) 07 65B63.
FAA's Determination
These helicopters have been approved by the aviation authority of
France and are approved for operation in the United States. Pursuant to
our bilateral agreement with France, EASA, its technical
representative, has notified us of the unsafe condition described in
its AD. We are proposing this AD because we evaluated all known
relevant information and determined that an unsafe condition is likely
to exist or develop on other products of the same type design.
[[Page 53026]]
Related Service Information Under 1 CFR Part 51
We reviewed ASB No. AS365-05.00.61, Revision 4, dated April 8,
2014, for FAA-certificated Model SA 365 N1, AS 365 N2, and AS 365 N3
helicopters and for non-FAA-certificated Model AS355F, F1, and F2
helicopters; ASB No. SA366-05.41, Revision 4, dated April 8, 2014, for
FAA-certificated Model SA-366G1 and non-FAA-certificated Model SA-366GA
helicopters; and ASB No. EC155-05A022, Revision 4, dated April 8, 2014,
for FAA-certificated Model EC 155B and EC155B1 helicopters. All three
ASBs describe procedures for monitoring the behavior of the bearing by
checking its axial play by dimensional measurement and by maintaining
the operating oil at the maximum level. EASA classified this service
information as mandatory and issued EASA AD No. 2012-0170R2 to ensure
the continued airworthiness of these helicopters. This service
information is reasonably available because the interested parties have
access to it through their normal course of business or by the means
identified in the ADDRESSES section of this NPRM.
Proposed AD Requirements
This proposed AD would require:
Checking the TGB oil level at specified intervals. An
owner/operator (pilot) may perform this visual check and must enter
compliance into the helicopter maintenance records in accordance with
14 CFR Sec. Sec. 43.9(a)(1) through (4) and 91.417(a)(2)(v). A pilot
may perform this check because it involves only a visual check for the
oil level in the TGB and can be performed equally well by a pilot or a
mechanic. This check is an exception to our standard maintenance
regulations.
Inspecting the magnetic plug of the TGB for chips at
specified intervals.
Within 300 hours time-in-service (TIS), replacing each
affected part-numbered TGB guide bush with an airworthy guide bush,
inspecting the bearing of the TGB control shaft and rod assembly for
M50 type particles, and performing measurements of play in the TGB
control shaft and rod assembly.
Within 110 hours TIS after replacing the guide bush, and
thereafter at intervals not to exceed 55 hours TIS, performing certain
measurements for play in the TGB control shaft and rod assembly.
This proposed AD would not apply to helicopters with TGB part
number 365A33-6005-09 installed. Airbus Helicopters refers to the
installation of this part-numbered TGB as MOD 07 65B63.
Differences Between the Proposed AD and the EASA AD
The calendar times in the EASA AD have already passed and are not
included in this proposed AD.
Costs of Compliance
We estimate that this proposed AD would affect 133 helicopters of
U.S. Registry. We estimate that operators may incur the following costs
in order to comply with this AD. The estimated labor cost is $85 per
work-hour. We estimate .5 work-hour to check the TGB oil level for a
cost of $43 per helicopter and $5,719 for the fleet each inspection
cycle. We estimate .5 work-hour to inspect the magnetic plug on the TGB
for chips for a cost of $43 per helicopter and $5,719 for the fleet
each inspection cycle. We estimate 3 work-hours to measure the play in
the TGB control shaft and rod assembly for a cost of $255 per
helicopter and $33,915 for the fleet each inspection cycle. Replacing
the TGB control shaft guide bushes would take 4 work-hours and required
parts would cost $565, for an estimated total of $905 per helicopter
and $120,365 for the U.S. operator fleet. Inspecting the TGB control
shaft and rod assembly for steel particles would take 6 work-hours for
a cost per helicopter of $510 and a fleet cost of $67,830. If
necessary, it would cost about $30,000 per helicopter to replace the
TGB and $24,000 for overhaul of the TGB to replace the bearing.
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, 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.
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 removing Airworthiness Directive (AD)
2007-25-08, Amendment 39-15290 (72 FR 69604, December 10, 2007), and
adding the following new AD:
Airbus Helicopters (Previously Eurocopter France Helicopters):
Docket No. FAA-2015-3657; Directorate Identifier 2012-SW-069-AD.
(a) Applicability
This AD applies to Model SA-365N1, AS-365N2, AS 365 N3, SA-
366G1, EC 155B, and EC155B1 helicopters, with a tail rotor gearbox
(TGB) pitch control rod assembly double bearing (bearing) installed,
certificated in any category, except helicopters with TGB part
number (P/N) 365A33-6005-09 installed.
(b) Unsafe Condition
This AD defines the unsafe condition as damage to the bearing,
which could result in end play, loss of tail rotor pitch control,
and subsequent loss of control of the helicopter.
[[Page 53027]]
(c) Affected ADs
This AD supersedes AD 2007-25-08, Amendment 39-15290 (72 FR
69604, December 10, 2007).
(d) Comments Due Date
We must receive comments by November 2, 2015.
(e) 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.
(f) Required Actions
(1) Check the TGB oil level at the following intervals:
(i) For Model SA-365N1, AS-365N2, AS 365 N3 helicopters, at
intervals not to exceed 10 hours time-in-service (TIS).
(ii) For Model SA366G1 helicopters, at each daily flight check.
(iii) For Model EC 155B and EC155B1 helicopters, at intervals
not to exceed 15 hours TIS or 7 days, whichever occurs first.
(iv) The actions required by paragraph (f)(1) of this AD may be
performed by the owner/operator (pilot) holding at least a private
pilot certificate and must be entered into the aircraft records
showing compliance with this AD in accordance with 14 CFR Sec. Sec.
43.9(a)(1) through (4) and 14 CFR 91.417(a)(2)(v). The record must
be maintained as required by 14 CFR Sec. Sec. 91.417, 121.380, or
135.439.
(2) If the oil level is not at maximum, before further flight, a
qualified mechanic must fill it to the maximum level.
(3) Inspect the magnetic plug of the TGB for any chips as
follows:
(i) At intervals not to exceed 25 hours TIS for helicopters with
a magnetic plug without a chip electrical indication in the cockpit,
or
(ii) At intervals not to exceed 100 hours TIS and after any
illumination of the TGB ``CHIP'' warning light for helicopters with
a chip electrical indication in the cockpit.
(4) If you find any chips during the inspection in paragraph
(f)(3) of this AD, determine whether the quantity of chips is within
the removal criteria.
(i) If the quantity of chips on the magnetic plug is at or above
the removal criteria, before further flight, replace the TGB with an
airworthy TGB.
(ii) If the quantity of chips on the magnetic plug is below the
removal criteria, comply with paragraph (f)(6) of this AD before
further flight.
(5) Within 300 hours TIS, without removing the TGB:
(i) Replace each TGB control shaft guide bush (guide bush), P/N
365A33-6189-20 and 365A33-6189-21, with guide bush, P/N 365A33-6223-
20, and replace each guide bush, P/N 365A33-6188-20, with guide
bush, P/N 365A33-6222-20.
Note 1 to paragraph (f)(5)(i) of this AD: Airbus Helicopters
refers to the replacement of the guide bushes as Modification
0765B58.
(ii) Inspect the bearing of the TGB control shaft and rod
assembly for M50 type particles (particles) as shown in Figures 1
through 3 of Airbus Helicopters Alert Service Bulletin (ASB) No.
AS365-05.00.61, Revision 4, dated April 8, 2014, for Model SA 365
N1, AS 365 N2, and AS 365 N3 helicopters (AS365-05.00.61); ASB No.
SA366-05.41, Revision 4, dated April 8, 2014, for Model SA 366G1
helicopters (SA366-05.41); or ASB No. EC155-05A022, Revision 4,
dated April 8, 2014, for Model EC 155B and EC155B1 helicopters
(EC155-05A022). Inspect the bearing by separating the control shaft
(item q of Figure 3) from the control rod (item p of Figure 3),
rinse the bearing with white spirit or equivalent, collect the
product on a blotting paper, and inspect for particles inside the
control shaft, around the bearing, and on blotting paper.
(A) If there are no particles, clean the control shaft and
control rod with white spirit or equivalent and install the control
shaft and control rod.
(B) If there are any particles, replace the bearing with an
airworthy bearing.
(iii) Perform measurements of play in the TGB control shaft and
rod assembly bearing as follows:
(A) For the TGB side:
(1) Remove the cover and inspect the positioning of the locking
of the 3 screws, as shown in the two positioning for measurement
photographs in the Accomplishment Instructions under paragraph
3.B.4.a.(1) of ASB AS365-05.00.61, SA336-05.41, or EC155-05A022.
Correctly lock the screws if the positioning is inconvenient for
measurement. Set the pedal unit to the neutral position and rig the
tail servo-control using a 6 mm diameter pin. Remove any primer and
paint from the support casing face of the servo-control using 600
grit sand paper. Apply DOW 19 or equivalent protection and a coat of
primer P05 or equivalent. Do not reapply primer and paint to the
support casing face of the servo-control.
(2) Perform a measurement ``M1'' using a caliper gage, between
the end of the control rod (item p in the three photographs in the
Accomplishment Instructions under paragraph 3.B.4.a.(1) of ASB
AS365-05.00.61, SA336-05.41, or EC155-05A022) and the seating face
of the servo-control on the casing. Mark the position of the caliper
gage on the support casing face of the servo-control as ``R1'' using
a permanent felt tip pen. Position the caliper gage on R1 (shown in
the first of the three photographs in the Accomplishment
Instructions under paragraph 3.B.4.a.(1) of ASB AS365-05.00.61,
SA336-05.41, or EC155-05A022) and on the screw (item ac in the first
of the three photographs in the Accomplishment Instructions under
paragraph 3.B.4.a.(1) of ASB AS365-05.00.61, SA336-05.41, or EC155-
05A022) of the universal joint of the servo-control. Set the mobile
part of the caliper gage against the end of the control rod. Shift
the caliper gage against the control lever (item ab in the last
photograph in the Accomplishment Instructions under paragraph
3.B.4.a.(1) of ASB AS365-05.00.61, SA336-05.41, or EC155-05A022)
while remaining in contact with the end of the control rod.
(3) Record measurement M1 indicated on the caliper gage on the
component history card or equivalent record.
(B) For the TRH side:
(1) Perform a measurement ``M2'' using a caliper gage between
the flat face of the center plate (item c in the photograph in the
Accomplishment Instructions under paragraph 3.B.4.a.(2) of ASB
AS365-05.00.61, SA336-05.41, or EC155-05A022) and the face of the
inner web (item ad in the photograph in the Accomplishment
Instructions under paragraph 3.B.4.a.(2) of ASB AS365-05.00.61,
SA336-05.41, or EC155-05A022) of the rotor hub on which the inner
bearings of the TRH blades are installed. Position the caliper gage
flat across the opening (item ae in the photograph in the
Accomplishment Instructions under paragraph 3.B.4.a.(2) of ASB
AS365-05.00.61, SA336-05.41, or EC155-05A022) of the pitch change
spider. Mark the position of the caliper gage on the flat surface of
the center plate as ``R2'' and on the opening as ``R3'' using a
permanent felt tip pen.
(2) Record measurement M2 indicated on the caliper gage.
(3) Calculate a measurement ``M0'' by adding measurements M1
(required in paragraph (f)(5)(iii)(A) of this AD) and M2.
(4) Perform measurements M1 and M2 again by repeating the
requirements in paragraphs (f)(5)(iii)(A) and (f)(5)(iii)(B) of this
AD and calculate a second measurement M0.
(5) Calculate the difference between the two M0 measurements. If
the difference is not less than 0.25 mm (0.01 inch), calculate the
two M0 measurements again.
(6) Calculate the mean value of the two M0 measurements and
record it on the component history card or equivalent record. This
M0 measurement will be the reference measurement enabling you to
evaluate any increase in the play in the bearing of the control
shaft and rod assembly during later inspections.
(6) Within 110 hours TIS after replacing the guide bush, and
thereafter at intervals not to exceed 55 hours TIS, perform
measurements for play in the TGB control shaft and rod assembly as
follows.
(i) On the TGB side:
(A) Remove the TGB fairing, set the pedal unit to the neutral
position and rig the tail servo-control using a 6 mm diameter pin.
(B) Perform measurement ``M1'' using a caliper gage between the
end of the control rod (item p in the three photographs in the
Accomplishment Instructions under paragraph 3.B.4.b (1) of ASB
AS365-05.00.61, SA336-05.41, or EC155-05A022) and the seating face
of the servo-control on the casing. Position the caliper gage on
mark R1 and the bearing against the screw (item ac as shown in the
first of the three photographs in the Accomplishment Instructions
under paragraph 3.B.4.b.(1) of ASB AS365-05.00.61, SA336-05.41, or
EC155-05A022) of the universal joint of the servo-control. Set the
mobile part of the caliper gage against the end of the control rod.
Shift the caliper gage against the control lever (item ab as shown
in the last of the three photographs in the Accomplishment
Instructions under paragraph 3.B.4.b.(1) of ASB AS365-05.00.61,
SA336-05.41, or EC155-05A022) while remaining in contact with the
end of the control rod.
[[Page 53028]]
(C) Record measurement M1 indicated on the caliper gage on the
component history card or equivalent record.
(ii) On the tail rotor hub (TRH) side:
(A) Remove the fairing and perform a measurement ``M2'' using a
caliper gage between the flat face of the center plate (item c in
the photograph in the Accomplishment Instructions under paragraph
3.B.4.b.(2) of ASB AS365-05.00.61, SA336-05.41, or EC155-05A022) and
the face of the inner web (item ad in the photograph in the
Accomplishment Instructions under paragraph 3.B.4.b.(2) of ASB
AS365-05.00.61, SA336-05.41, or EC155-05A022) of the rotor hub on
which the inner bearings of the TRH blades are installed. Position
the caliper gage flat across the opening of the pitch change spider
on R2 and R3 as shown in the right photograph in the Accomplishment
Instructions under paragraph 3.B.4.b.(2) of ASB AS365-05.00.61,
SA336-05.41, or EC155-05A022.
(B) Record measurement M2 indicated on the caliper gage on the
component history card or equivalent record.
(C) Calculate a measurement ``M3'' by adding measurements M1 and
M2.
(D) Calculate the difference between measurement ``M0''
indicated on the TGB component history card or equivalent record and
M3.
(1) If the difference between measurement M0 and M3 is less than
0.5 mm (0.02 inch), perform an additional inspection for play in the
bearing of the TGB control shaft and rod assembly by following the
Accomplishment Instructions, paragraph 3.B.6., of ASB AS365-
05.00.61, SA366-05.41, or EC155-05A022. If there is no axial play at
the TRH pitch change spider, record value M3 on the component
history card or equivalent record. If there is axial play at the TRH
pitch change spider, replace the bearing with an airworthy bearing
and perform a new reference measurement by following the
requirements of paragraph (f)(6) of this AD.
(2) If the difference between the measurements is equal to or
greater than 0.5 mm (0.02 inch), replace the bearing with an
airworthy bearing and perform a new reference measurement by
following the requirements of paragraph (f)(6) of this AD.
(g) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Safety Management Group, FAA, may approve AMOCs
for this AD. Send your proposal to: Matt Wilbanks, Aviation Safety
Engineer, Rotorcraft Certification Office, Rotorcraft Directorate,
FAA, 10101 Hillwood Pkwy, Fort Worth, Texas 76177; telephone (817)
222-5110; email 9-ASW-FTW-AMOC-Requests@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.
(h) Additional Information
The subject of this AD is addressed in European Aviation Safety
Agency (EASA) AD No. 2012-0170R2, dated June 20, 2014. You may view
the EASA AD on the internet at https://www.regulations.gov in Docket
No. FAA-2015-3657.
(i) Subject
Joint Aircraft Service Component (JASC) Code: 6520 Tail Rotor
Gearbox.
Issued in Fort Worth, Texas, on August 21, 2015.
Lance T. Gant,
Acting Directorate Manager, Rotorcraft Directorate, Aircraft
Certification Service.
[FR Doc. 2015-21689 Filed 9-1-15; 8:45 am]
BILLING CODE 4910-13-P
