Airworthiness Directives; Goodrich Externally-Mounted Hoist Assemblies, 54129-54135 [2021-21076]
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Federal Register / Vol. 86, No. 187 / Thursday, September 30, 2021 / Proposed Rules
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–1120; Project
Identifier 2019–SW–056–AD]
RIN 2120–AA64
Airworthiness Directives; Goodrich
Externally-Mounted Hoist Assemblies
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (SNPRM).
AGENCY:
The FAA is revising a notice
of proposed rulemaking (NPRM) for
various model helicopters with certain
part-numbered Goodrich externallymounted hoist assemblies (hoists)
installed. This action revises the NPRM
by adding a figure and revising certain
requirements. The FAA is proposing
this airworthiness directive (AD) to
address the unsafe condition on these
products. Since some of these actions
would impose an additional burden
over those in the NPRM, the agency is
requesting comments on this SNPRM.
DATES: The FAA must receive comments
on this SNPRM by November 1, 2021.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: (202) 493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays.
For Goodrich service information
identified in this SNPRM, contact
Collins Aerospace; 2727 E Imperial
Hwy., Brea, CA 92821; telephone (714)
984–1461. You may view this service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
10101 Hillwood Pkwy., Room 6N–321,
Fort Worth, TX 76177. For information
on the availability of this material at the
FAA, call (817) 222–5110.
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SUMMARY:
Examining the AD Docket
You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2020–1120; or in person at Docket
Operations between 9 a.m. and 5 p.m.,
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17:59 Sep 29, 2021
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Monday through Friday, except Federal
holidays. The AD docket contains the
NPRM, this SNPRM, the European
Union Aviation Safety Agency (EASA)
AD, any comments received, and other
information. The street address for
Docket Operations is listed above.
FOR FURTHER INFORMATION CONTACT:
Kristi Bradley, Aerospace Engineer,
General Aviation & Rotorcraft Section,
International Validation Branch,
Compliance & Airworthiness Division,
FAA, 10101 Hillwood Pkwy., Fort
Worth, TX 76177; telephone (817) 222–
5110; email kristin.bradley@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any
written relevant data, views, or
arguments about this proposal. Send
your comments to an address listed
under ADDRESSES. Include ‘‘Docket No.
FAA–2020–1120; Project Identifier
2019–SW–056–AD’’ at the beginning of
your comments. The most helpful
comments reference a specific portion of
the proposal, explain the reason for any
recommended change, and include
supporting data. The FAA will consider
all comments received by the closing
date and may again revise this proposal
because of those comments.
Except for Confidential Business
Information (CBI) as described in the
following paragraph, and other
information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https://
www.regulations.gov, including any
personal information you provide. The
agency will also post a report
summarizing each substantive verbal
contact received about this proposed
AD.
Confidential Business Information
CBI is commercial or financial
information that is both customarily and
actually treated as private by its owner.
Under the Freedom of Information Act
(FOIA) (5 U.S.C. 552), CBI is exempt
from public disclosure. If your
comments responsive to this SNPRM
contain commercial or financial
information that is customarily treated
as private, that you actually treat as
private, and that is relevant or
responsive to this SNPRM, it is
important that you clearly designate the
submitted comments as CBI. Please
mark each page of your submission
containing CBI as ‘‘PROPIN.’’ The FAA
will treat such marked submissions as
confidential under the FOIA, and they
will not be placed in the public docket
of this SNPRM. Submissions containing
CBI should be sent to Kristi Bradley,
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54129
Aerospace Engineer, General Aviation &
Rotorcraft Section, International
Validation Branch, Compliance &
Airworthiness Division, FAA, 10101
Hillwood Pkwy., Fort Worth, TX 76177;
telephone (817) 222–5110; email
kristin.bradley@faa.gov. Any
commentary that the FAA receives
which is not specifically designated as
CBI will be placed in the public docket
for this rulemaking.
Background
The FAA issued an NPRM that
proposed to amend 14 CFR part 39 by
adding an AD that would apply to
various model helicopters with certain
part-numbered externally-mounted
Goodrich hoists installed. The NPRM
published in the Federal Register on
December 11, 2020 (85, FR 79930). In
the NPRM, the FAA proposed to require
replacing unmodified hoists, installing
placards, revising the existing Rotorcraft
Flight Manual (RFM) for your
helicopter, deactivating or removing a
hoist if a partial peel out occurs,
reviewing the helicopter’s hoist slip
load test records, repetitively inspecting
the hoist cable and overload clutch
(clutch), and reporting information to
the FAA.
The NPRM was prompted by a series
of EASA ADs, the most recent being
EASA AD 2015–0226R5, Revision 5,
dated July 23, 2020 (EASA AD 2015–
0226R5), to correct an unsafe condition
for various model helicopters with a
Goodrich externally-mounted hoist with
one of the following part numbers
(P/Ns) or base P/Ns installed: 42315,
42325, 44301–10–1, 44301–10–2,
44301–10–4, 44301–10–5, 44301–10–6,
44301–10–7, 44301–10–8, 44301–10–9,
44301–10–10, 44301–10–11, 44311,
44312, 44314, 44315, 44316, or 44318.
EASA advises of an initial incident of a
rescue hoist containing a dummy test
load of 552 lbs. that reeled-out without
command of the operator and impacted
the ground during a maintenance check
flight, because the overload clutch had
failed. EASA states that this condition,
if not detected and corrected, could lead
to further cases of in-flight loss of the
hoist load, possibly resulting in injury
to persons on the ground or in a hoisting
accident.
Accordingly, EASA AD 2015–0226R5
requires a records review to determine
if the cable has exceeded the allowable
limit in previous load testing, a
repetitive load check and test of the
clutch slip value, removal or
deactivation of a hoist that cannot be
tested due to lack of approved
instructions, replacement of the old
clutch P/N with a new clutch developed
by Goodrich to mitigate some of the
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factors resulting in clutch degradation,
periodic replacement of the hoist,
reduction of the maximum allowable
load on the hoist, addition of
operational limitations to the RFM, and
replacement of the hoist after a partial
peel out. EASA AD 2015–0226R5 also
prohibits the installation of a
replacement cable that has exceeded the
allowable limit in previous load testing.
EASA considers AD 2015–0226R5 to be
interim action and advises further AD
action may follow.
Comments
The FAA received comments from
three commenters. The commenters
were EASA, Collins Aerospace, and an
individual. The following discussion
presents the comments received on the
NPRM and the FAA’s response.
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EASA requested the FAA clarify why
the proposed AD does not include the
reduced time interval between overhaul
that is required by EASA’s AD. EASA
stated that based on the occurrences and
design review, its AD limits the time
between overhaul to 24 months, 1,200
cycles, or 1,600 lifts, which can be
extended to 40 months or 2,600 lifts if
tests and documentation are provided to
EASA.
The FAA’s proposed AD and EASA’s
AD differ in that the EASA AD requires
repetitive replacement or overhaul of all
affected hoists, while the FAA’s
proposed AD would require a one-time
replacement of affected hoists that have
not been modified with a new overload
clutch assembly (and re-identified with
a ‘‘4’’ as the first digit of the serial
number (S/N)). Since the proposed AD
would also prohibit installation of a
hoist unless it has a ‘‘4’’ as the first digit
of the S/N, this would have the effect of
requiring replacement of a non-modified
hoist with a modified hoist. The FAA
acquired data from Collins Aerospace
that showed over 1,000 field load
checks of hoists with a new overload
clutch assembly with no reports of low
pulling clutches or peel out events. The
FAA evaluated this data and determined
that it does not substantiate a 24-month
repetitive replacement or overhaul of
hoists that have been modified with the
new overload clutch assembly. The FAA
considers this AD action to be an
interim action, and using the additional
data reported following issuance of this
AD, will re-evaluate this determination
if needed.
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One commenter requested the FAA
allow installing a new clutch assembly
instead of requiring ‘‘scrapping’’ the
entire hoist, if the hoist does not have
the number ‘‘4’’ as the first digit of its
S/N.
The FAA agrees. The requirement
proposed by this AD to replace a hoist
without the number ‘‘4’’ as the first digit
of its S/N with a modified hoist would
not require removing the hoist from
service. The proposed requirement
states to ‘‘replace’’ the hoist. This would
not prohibit re-installing a hoist after
modifying it to install a new overload
clutch assembly and (re)-identifying it
with a ‘‘4’’ as the first digit of the S/N.
No changes to this proposed AD are
necessary as a result of this comment.
Safety Concern Addressed by Existing
AD
Request To Clarify Interval Between
Overhaul
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Request Regarding Replacement of the
Hoist
One commenter stated that this clutch
safety concern has already been
addressed by AD 2013–06–51 (78 FR
38826, June 28, 2013) (AD 2013–06–51),
Goodrich Alert Service Bulletin (ASB)
No. 44301–10–15, dated March 8, 2013
(ASB 44301–10–15), and Goodrich ASB
No. 44301–10–18, Revision 6, dated
October 10, 2016 (ASB 44301–10–18).
The FAA agrees that ASB 44301–10–
18 specifies procedures to address this
issue. However, while an operator may
incorporate the procedures in this
service bulletin into its inspection
program, not all operators are required
to do so. In order for these procedures
to become mandatory, and to correct the
unsafe condition identified in the
NPRM, the FAA must issue an AD.
Further, AD 2013–06–51 (and ASB
44301–10–15, which is mandated by AD
2013–06–51) requires a one-time cable
conditioning lift and load inspection
test as interim corrective action. AD
2013–06–51 does not require all of the
same actions as this proposed AD.
Requests Regarding Compliance Time
for Hoist Replacement
The individual commenter requested
that the FAA change part of the
compliance time for replacing a hoist
without the number ‘‘4’’ as the first digit
of its S/N from 55 operating hours to 55
hours since the last clutch overhaul.
The commenter’s hoist has 89 operating
hours and was overhauled 2 hours ago;
the commenter’s understanding is that
such a hoist would need to be replaced
immediately when the proposed AD
becomes effective.
The FAA disagrees. If the
commenter’s hoist has an S/N without
the number ‘‘4’’ as the first digit, then
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at its recent overhaul it was not
modified with a new overload clutch
assembly. Thus, it is still subject to the
unsafe condition. Operators in this
situation may, under the provisions of
paragraph (h) of this SNPRM, request
approval of an alternative method of
compliance (AMOC) if sufficient data is
submitted to substantiate an acceptable
level of safety.
Collins Aerospace stated that the
compliance time for converting a hoist
to a hoist with a new overload clutch
assembly should be 24 months, based
on improved risk analysis information
from initial load checks and subsequent
load checks.
The FAA partially agrees. The FAA
also determined that 24 months is an
adequate compliance time to mitigate
the risk to reasonable levels. However,
the FAA proposed a 12-month
compliance time after factoring an
estimated 12-month processing time
before issuance of the final rule of this
AD. The FAA did not make any changes
to the SNPRM as a result of these
comments.
Requests Regarding the Operating
Limitations
EASA requested the FAA explain why
it did not adopt two of the operating
limitations required by EASA AD 2015–
0226R5: The limit on the number of
persons that can be hoisted, and the
warning that exceeding 15° of lateral
pendulum angle/helicopter vertical axis
may lead to clutch slippage.
EASA AD 2015–0226R5 limits the
number of persons that can be hoisted
to two, except when hoisting more
persons (such as children) will not
exceed the weight limit. The FAA
determined that the maximum hoist
load limitations described in terms of
weight alone, without the extraneous
information on the number of persons
lifted, are sufficient. The FAA did not
propose to include the lateral pendulum
angle of the hoist cable with respect to
the helicopter’s vertical axis after
determining that such a limitation
would not be measurable or enforceable.
The FAA did not make any changes to
the SNPRM as a result of this comment.
EASA requested the FAA explain why
the proposed AD would require
different temperature ranges for the
weight limitations than EASA AD 2015–
0226R5 and would omit limitations for
OAT below ¥20 °C.
The FAA agrees that the maximum
hoist load limitations in this proposed
AD should be consistent with those in
the EASA AD and that this proposed AD
should include requirements for all
temperatures. Accordingly, the FAA has
changed the temperatures in the
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maximum hoist load limitations in this
SNPRM.
Collins Aerospace requested the FAA
change the proposed maximum hoist
load limitations to distinguishing
between non-modified hoists (without
the number ‘‘4’’ as the first digit of its
S/N) and modified hoists with a new
clutch (with the number ‘‘4’’ as the first
digit of its S/N). Collins Aerospace
stated that after EASA AD 2015–0226R1
was issued, Goodrich performed a series
of characterization tests that
demonstrated the performance envelope
of the modified hoist in various
conditions. According to Collins
Aerospace, the results of these tests as
documented in Goodrich Report No.
49000–1087, Revision A, dated July 31,
2017, indicate that margins are
maintained with a less restrictive
temperature limitation than those
imposed on non-modified hoists.
The FAA disagrees with requiring
different maximum hoist load
limitations for non-modified hoists and
modified hoists. After reviewing the
data in the report referenced by the
commenter, the FAA determined it does
not demonstrate with an acceptable
level of confidence that less restrictive
temperature limitations are appropriate
for modified hoists.
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Request To Allow Additional Load
Check Tool
Collins Aerospace requested the FAA
change the proposed requirement to use
load check tool P/N 49900–889–104 for
the cable conditioning and a hoist slip
load test to also allow using tool P/N
49900–889–103. Collins Aerospace
stated that both are tool kits, with P/N
49900–889–104 having all of the
components of P/N 49900–889–103,
plus extra components so that P/N
49900–889–104 can be used to perform
tests on helicopters with older versions
of the large hook damper. Collins
Aerospace further stated that helicopters
with newer model dampers and all
other platforms can utilize tool P/N
49900–889–103, which is expected to
supersede tool P/N 49900–889–104 as
the older dampers are removed from
service.
The FAA agrees and has revised this
SNPRM accordingly.
Request Regarding Hoist Load Check
(Test) After Installation
EASA requested the FAA explain why
the proposed AD does not require
accomplishing a hoist load check (test)
after installing a new clutch, as required
by the EASA AD. EASA stated the test
will check for any uncertainties that
might develop during handling and
storage before installation.
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The FAA is not aware of any modified
hoists with a new clutch (having a
number ‘‘4’’ as the first digit of the S/
N) failing the hoist load test.
Accordingly, the FAA determined there
is insufficient data to support proposing
this as an additional requirement.
Request Regarding Compliance Time
for Initial Load Test
Collins Aerospace requested that, for
certain hoists, the FAA extend the
compliance time for the initial hoist slip
load test from 30 days to six months. In
support of this request, Collins
Aerospace stated the 30 day compliance
time calculation is appropriate for nonmodified hoists that have: No
improvements from manufacture, repair,
or overhaul after February 1, 2018; not
complied with ASB 44301–10–18 or
ASB 44301–10–15; or not had a load
check performed. Collins Aerospace
further stated that enough load check
tools may not be available to test all
hoists that would be affected by the
proposed AD.
The FAA disagrees with changing the
proposed AD to account for
manufacturing improvements because
not enough data has been provided to
substantiate the commenter’s request.
However, the FAA agrees with
providing an allowance for the initial
instance of the cable inspections and
hoist slip load test proposed by this AD
if those actions have been accomplished
within the last six months. The FAA has
changed the proposed compliance time
accordingly.
Request Regarding the Costs of
Compliance
Collins Aerospace stated that
replacing a hoist is not necessary as the
clutch can be replaced instead for an
average cost of $24,000, plus 8 hours of
labor. Collins Aerospace also stated that
the cost for the field load check tool is
$11,171.
The FAA agrees that replacing a hoist
without the number ‘‘4’’ as the first digit
of its S/N, as required by paragraph
(g)(1) of this SNPRM, may be
accomplished by modifying the hoist
with the new overload clutch assembly
and re-identifying it with a
‘‘4’’ as the first digit of the S/N. The
FAA has updated the Costs of
Compliance section accordingly.
Comment Regarding Figure 4
Collins Aerospace stated that
although a figure 4 is referenced in the
Required Actions of the NPRM, no
figure 4 appears in the NPRM.
The FAA agrees. Figure 4 to
paragraph (e)(2)(iv) of the NPRM (now
Figure 4 to paragraph (g)(2)(iv) of this
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54131
SNPRM), which is necessary to
accomplish the required actions, was
inadvertently omitted in reproduction
when the NPRM published in the
Federal Register.
Other Differences Between the NPRM
and the SNPRM
In this SNPRM, the FAA has added
‘‘total’’ to the compliance time and
usage thresholds for hoists without a
‘‘4’’ as the first digit of its S/N to clarify
that it is the total accumulation of time
on the hoist that would trigger the
proposed requirement to replace the
hoist. In this SNPRM, the FAA has also
added the metric conversion (kg) for the
hoist ratings in the first two figures.
Lastly, this SNPRM uses an updated
format. As a result, paragraph identifiers
have changed.
FAA’s Determination
Affected helicopters include
helicopters that have been approved by
the aviation authorities of Canada, Italy,
France, and Germany and are approved
for operation in the United States.
Pursuant to the FAA’s bilateral
agreement with the European Union,
EASA has notified the FAA about the
unsafe condition described in its AD.
The FAA is issuing this SNPRM after
determining the unsafe condition
described previously is likely to exist or
develop on other helicopters of the same
type design. Certain changes described
above expand the scope of the NPRM.
As a result, it is necessary to reopen the
comment period to provide additional
opportunity for the public to comment
on this SNPRM.
Related Service Information Under 1
CFR part 51
The FAA reviewed ASB 44301–10–
18, which specifies maximum hoist load
limitations with respect to ambient
temperature and describes actions and
conditions that could reduce the
capacity of the clutch. This service
information also specifies procedures
for inspecting the cable and inspecting
the clutch by performing a cable
conditioning lift and a hoist slip load
test.
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.
Proposed AD Requirements in This
SNPRM
This proposed AD would require:
• Replacing any hoist without a ‘‘4’’
as the first digit of its S/N within 12
months after the effective date of this
AD or before the hoist accumulates 55
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total operating hours, 1,200 total hoist
cycles (cycles), or 1,600 total hoist lifts
(lifts), whichever occurs first.
• Installing placards and revising the
existing RFM for your helicopter to add
maximum hoist load limitations, an
excessive maneuvering warning, a
maximum sustained bank angle in turn,
and a prohibition on operating the hoist
in the event of a partial peel out.
• Deactivating or removing any hoist
that experiences a partial peel out from
service.
• Reviewing records for cable loadtesting that was previously performed,
and depending on the findings,
replacing the cable.
• Repetitively inspecting the cable,
inspecting the clutch by performing a
cable conditioning lift and hoist slip
load test, inspecting the cable a second
time, reporting certain information to
the FAA, and depending on these
inspection outcomes, replacing the
cable or removing the hoist from
service.
This proposed AD would also
prohibit installing an affected
replacement or original installation
hoist that has not been re-identified to
indicate it has an improved clutch
assembly.
Installation of a hoist with an
improved overload clutch assembly,
which is indicated by having a ‘‘4’’ as
the first digit of its S/N, would not
terminate the actions required by this
proposed AD.
Differences Between This SNPRM and
the EASA AD
EASA AD 2015–0226R5 requires
repetitively replacing the hoist with a
modified hoist, whereas this proposed
AD would require a one-time
replacement of the hoist with a
modified hoist that has the improved
clutch assembly installed. EASA AD
2015–0226R5 requires adding a placard
or operational limitation to the RFM
warning that exceeding 15° of lateral
pendulum angle/helicopter vertical axis
can lead to clutch slippage, and this
proposed AD would not. EASA AD
2015–0226R5 requires adding an
operating limitation to the RFM limiting
the number of persons who can be
hoisted, whereas this proposed AD
would not. This proposed AD would
require replacing the cable before the
next hoist operation if a cable has
previously been load-tested at more
than 1,500 lbs or at an unknown weight
during at least one cable pull, while
EASA AD 2015–0226R5 requires this
replacement during multiple cable
pulls. This proposed AD would require
visually inspecting and measuring the
diameter of the cable before and after
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performing a cable conditioning and a
hoist slip load test, whereas EASA AD
2015–0226R5 does not. This proposed
AD would require performing the cable
conditioning and hoist slip load test
within 30 days after the effective date of
this AD, unless already done within the
last 6 calendar months, and thereafter at
intervals not to exceed 6 months, 400
lifts, or 300 cycles. EASA AD 2015–
0226R5 specifies performing the hoist
slip load test according to the
compliance time of the design approval
holder instead. After the installation
(not reinstallation) of a modified hoist,
EASA AD 2015–0226R5 requires
performing an initial hoist load check/
test prior to hoisting operation, whereas
this proposed AD would not.
Interim Action
The FAA considers this proposed AD
would be an interim action. The
inspection reports that would be
required by this proposed AD will
enable better insight into the condition
of the hoists, and eventually be used to
develop final action to address the
unsafe condition. Once final action has
been identified, the FAA might consider
further rulemaking.
Costs of Compliance
The FAA estimates that this AD, if
adopted as proposed, would affect 2,911
hoists installed on helicopters of U.S.
Registry. Labor rates are estimated at
$85 per work-hour. Based on these
numbers, the FAA estimates the
following costs to comply with this
proposed AD.
Replacing a clutch would take about
8 work-hours and parts would cost
about $24,000 for an estimated cost of
$24,680 per hoist. Alternatively,
replacing a hoist would take about 8
work-hours and parts would cost about
$200,000 for an estimated cost of
$200,680 per hoist.
Revising the existing RFM for your
helicopter and installing placards would
take about 0.5 work-hour for an
estimated cost of $43 per helicopter and
$125,173 for the U.S. fleet.
Deactivating or removing a hoist that
experiences a partial peel out would
take about 2 work-hours for an
estimated cost of $170.
Reviewing records would take about
0.5 work-hour for an estimated cost of
$43 per helicopter and $125,173 for the
U.S. fleet.
Inspecting the cable and performing a
cable conditioning lift and hoist slip
load test would take about 2 work-hours
for an estimated cost of $170 per
helicopter and $494,870 for the U.S.
fleet per inspection cycle. A (field) load
check tool would cost about $11,171.
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Reporting the hoist slip load test
information would take about 0.25
work-hour for a cost of $21 per
helicopter and $61,131 for the U.S. fleet
per reporting cycle.
Replacing the cable would take about
3 work-hours and parts would cost
about $3,150 for a total replacement cost
of $3,405 per hoist.
Paperwork Reduction Act
A federal agency may not conduct or
sponsor, and a person is not required to
respond to, nor shall a person be subject
to penalty for failure to comply with a
collection of information subject to the
requirements of the Paperwork
Reduction Act unless that collection of
information displays a currently valid
OMB Control Number. The OMB
Control Number for this information
collection is 2120–0056. Public
reporting for this collection of
information is estimated to take
approximately 0.25 hour per response,
including the time for reviewing
instructions, searching existing data
sources, gathering and maintaining the
data needed, and completing and
reviewing the collection of information.
All responses to this collection of
information are mandatory. Send
comments regarding this burden
estimate or any other aspect of this
collection of information, including
suggestions for reducing this burden, to:
Information Collection Clearance
Officer, Federal Aviation
Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177–1524.
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.
The FAA is 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
The FAA determined that this
proposed AD would not have federalism
E:\FR\FM\30SEP1.SGM
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Federal Register / Vol. 86, No. 187 / Thursday, September 30, 2021 / Proposed Rules
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) Would not affect intrastate
aviation in Alaska, and
(3) Would not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
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 adding
the following new airworthiness
directive:
■
Goodrich Externally-Mounted Hoist
Assemblies: Docket No. FAA–2020–
1120; Project Identifier 2019–SW–056–
AD.
(a) Comments Due Date
The FAA must receive comments on this
airworthiness directive (AD) action by
November 1, 2021.
(b) Affected ADs
None.
(c) Applicability
This AD applies to helicopters, certificated
in any category, with an externally mounted
Goodrich hoist assembly (hoist) with a part
number (P/N) or base P/N listed under the
Hoist Family column in Table 1 of Goodrich
Alert Service Bulletin No. 44301–10–18,
Revision 6, dated October 10, 2016 (ASB
44301–10–18 Rev 6), installed. An affected
hoist may be installed on but not limited to
the following:
Note 1 to the introductory text of
paragraph (c): The hoist P/N may be
included as a component of a different partnumbered kit.
(1) Airbus Helicopters (previously
Eurocopter France) Model AS332L, AS332L1,
AS332L2, AS350B2, AS350B3, AS365N3,
and EC225LP helicopters;
(2) Airbus Helicopters Deutschland GmbH
(AHD) (previously Eurocopter Deutschland
GmbH) Model EC135P1, EC135P2,
EC135P2+, EC135P3, EC135T1, EC135T2,
EC135T2+, EC135T3, MBB–BK 117 C–2, and
MBB–BK 117 D–2 helicopters;
(3) Bell Textron Canada Limited
(previously Bell Helicopter Textron Canada
Limited) Model 429 and 430 helicopters;
(4) Bell Textron Inc. (previously Bell
Helicopter Textron Inc.) Model 205A, 205A–
1, 205B, 212, 412, 412CF, and 412EP
helicopters;
(5) Leonardo S.p.a. (previously
Finmeccanica S.p.A., AgustaWestland S.p.A)
Model A109, A109A, A109A II, A109C,
A109E, A109K2, A109S, AB139, AB412,
AB412 EP, AW109SP, and AW139,
helicopters;
(6) MD Helicopters, Inc. (MDHI) Model
MD900 helicopters;
(7) Transport and restricted category
helicopters, originally manufactured by
Sikorsky Aircraft Corporation, Models S–
61A, S–61L, S–61N, S–76A, S–76B, S–76C,
S–76D, and S–92A; and
(8) Restricted category Model HH–1K, TH–
1F, TH–1L, UH–1A, UH–1B, UH–1E, UH–1F,
UH–1H, UH–1L, and UH–1P helicopters.
(d) Subject
Joint Aircraft Service Component (JASC)
Code: 2500, Cabin Equipment/Furnishings.
(e) Unsafe Condition
This AD was prompted by hoists failing
lower load limit inspections. The FAA is
issuing this AD to prevent failure of the hoist
overload clutch. The unsafe condition, if not
54133
addressed, could result in an in-flight failure
of the hoist, which could result in injury to
a person being lifted.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Required Actions
(1) For a hoist without the number ‘‘4’’ as
the first digit of its serial number (S/N):
(i) For hoists that use operating hours to
monitor hoist operation, within 12 months
after the effective date of this AD or before
the hoist accumulates 55 total hoist operating
hours, whichever occurs first, replace the
hoist. For purposes of this AD, hoist
operating hours are counted anytime the
hoist motor is operating.
(ii) For hoists that use hoist cycles (cycles)
to monitor hoist operation, within 12 months
after the effective date of this AD or before
the hoist accumulates 1,200 total cycles,
whichever occurs first, replace the hoist. For
purposes of this AD, a cycle is counted
anytime the cable is extended and then
retracted a minimum of 16 feet (5 meters)
during flight or on the ground, with or
without a load.
(iii) For hoists that use hoist lifts (lifts) to
monitor hoist operation, within 12 months
after the effective date of this AD or before
the hoist accumulates 1,600 total lifts,
whichever occurs first, replace the hoist. For
purposes of this AD, a lift is counted anytime
the cable is unreeled or recovered or both
with a load attached to the hook, regardless
of the length of the cable that is deployed or
recovered. An unreeling or recovery of the
cable with no load on the hook is not a lift.
If a load is applied for half an operation (i.e.
unreeling or recovery), it must be counted as
one lift.
(2) For all hoists identified in the
introductory text of paragraph (c) of this AD,
before further flight, install placards and
revise the existing Rotorcraft Flight Manual
(RFM) for your helicopter by inserting a copy
of this AD or by making pen-and-ink changes
in Section 2, Limitations, of the RFM
Supplement for the hoist as follows:
(i) For 500 pound (lb) rated hoists, install
a placard with the information in Figure 1 to
paragraph (g)(2)(i) of this AD in full view of
the hoist operator and add the information in
Figure 1 to paragraph (g)(2)(i) of this AD to
the existing RFM for your helicopter:
OAT above -4°F (-20°C): Maximum hoist load 450 lbs (204 kg)
OAT at or below -4°F (-20°C): Maximum hoist load 400 lbs (181 kg)
Figure 1 to Paragraph (g)(2)(i)
(ii) For 600 lb rated hoists, install a placard
with the information in Figure 2 to paragraph
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17:59 Sep 29, 2021
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(g)(2)(ii) of this AD in full view of the hoist
operator and add the information in Figure
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2 to paragraph (g)(2)(ii) of this AD to the
existing RFM for your helicopter:
E:\FR\FM\30SEP1.SGM
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LOTTER on DSK11XQN23PROD with PROPOSALS1
500 lb (227 kg) Rated Hoist
54134
Federal Register / Vol. 86, No. 187 / Thursday, September 30, 2021 / Proposed Rules
600 lb (272 kg) Rated Hoist
OAT above 32°F (0°C): Maximum hoist load 550 lbs (249 kg)
OAT at or below 32°F (0°C): Maximum hoist load 500 lbs (227 kg)
Figure 2 to Paragraph (g)(2)(ii)
(iii) For 500 and 600 lb rated hoists, install
a placard with the information in Figure 3 to
paragraph (g)(2)(iii) of this AD in full view
of the pilot and add the information in Figure
3 to paragraph (g)(2)(iii) of this AD to the
existing RFM for your helicopter.
Hoist Operations
Warning: Excessive maneuvering with extended cable and load on the hook may
cause uncommanded peel out of the cable.
Maximum sustained bank angle in tum is 20°
Figure 3 to Paragraph (g)(2)(iii)
(iv) For 500 and 600 lb rated hoists, install
a placard with the information in Figure 4 to
paragraph (g)(2)(iv) of this AD in full view of
the pilot and add the information in Figure
4 to paragraph (g)(2)(iv) of this AD to the
existing RFM for your helicopter:
Hoist - Partial Peel Out
If a partial peel out occurs, before next flight, cease using the hoist. A partial peel
out occurs when 20 inches (0.5 meter) or more of the hoist cable reels off of the
hoist cable drum in one overload clutch slip incident.
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17:59 Sep 29, 2021
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Fmt 4702
Sfmt 4702
(iv) Visually inspect the first 30 feet (10
meters) of the cable from the hook assembly
for broken wires, necked down sections,
kinks, bird-caging, flattened areas, abrasion,
and gouging. It is permissible for the cable to
have a slight curve immediately after
performing the hoist slip load test. If there is
a broken wire, necked down section, kink, or
any bird-caging; or if there is a flattened area,
any abrasion, or a gouge that exceeds
allowable limits, replace the cable with an
airworthy cable before further flight.
(v) Repeat the actions specified in
paragraphs (g)(5)(i) and (ii) of this AD. If
there is a broken wire or necked down
section or the cable diameter measurement is
less than 0.185 inch (4.7 mm), replace the
cable with an airworthy cable before further
flight.
(6) Within 30 days after accomplishing the
hoist slip load test, report the information
requested in Appendix 1 to this AD by email
to ASB.SIS-CA@utas.utc.com; or mail to
Goodrich, Collins Aerospace; 2727 E Imperial
Hwy., Brea, CA 92821.
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30SEP1
EP30SE21.003</GPH>
(i) Visually inspect the first 18 inches (45
cm) of the cable from the hook assembly for
broken wires and necked down sections. If
there is a broken wire or necked down
section, replace the cable with an airworthy
cable before further flight.
(ii) Within the first 18 inches (45 cm) of the
cable from the hook assembly, measure the
diameter of the cable at the most necked
down area. If the diameter measurement is
less than 0.185 inch (4.7 mm), replace the
cable with an airworthy cable before further
flight.
(iii) Using load check tool P/N 49900–889–
103 or 49900–889–104, perform a cable
conditioning and a hoist slip load test by
following the Accomplishment Instructions,
paragraphs 3.C.(1) through 3.C.(3)(g) of ASB
44301–10–18 Rev 6. If the average of the five
test values is less than the limit shown in
Table 2 for 600 lb rated hoists or Table 3 for
500 lb rated hoists of ASB 44301–10–18 Rev
6, remove the hoist from service before
further flight.
EP30SE21.002</GPH>
(3) For all hoists identified in the
introductory text of paragraph (c) of this AD,
as of the effective date of this AD, if a partial
peel out occurs, deactivate or remove the
hoist from service before further flight. For
purposes of this AD, a partial peel out occurs
when 20 inches (0.5 meter) or more of the
hoist cable reels off of the hoist cable drum
in one overload clutch slip incident.
(4) For all hoists identified in the
introductory text of paragraph (c) of this AD,
within 30 days after the effective date of this
AD, review the helicopter’s hoist slip load
test records. If the cable was load-tested at
more than 1,500 lbs or at an unknown weight
during one or more cable pulls, replace the
cable with an airworthy cable before the next
hoist operation.
(5) For all hoists identified in the
introductory text of paragraph (c) of this AD,
within 30 days after the effective date of this
AD, unless already done within the last 6
calendar months, and thereafter at intervals
not to exceed 6 months, 400 lifts, or 300
cycles, whichever occurs first:
EP30SE21.001</GPH>
LOTTER on DSK11XQN23PROD with PROPOSALS1
Figure 4 to Paragraph (g)(2)(iv)
Federal Register / Vol. 86, No. 187 / Thursday, September 30, 2021 / Proposed Rules
(7) As of the effective date of this AD, do
not install as a replacement part or as an
original installation an externally-mounted
hoist with a P/N identified in the
introductory text of paragraph (c) of this AD
unless it has an improved overload clutch
assembly with the number ‘‘4’’ as the first
digit of the S/N.
(h) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, International Validation
Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In
accordance with 14 CFR 39.19, send your
request to your principal inspector or local
Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the International Validation
Branch, send it to the attention of the person
identified in paragraph (i)(1) of this AD.
Information may be emailed to: 9-AVS-AIR730-AMOC@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(i) Related Information
(1) For more information about this AD,
contact Kristi Bradley, Aerospace Engineer,
General Aviation & Rotorcraft Section,
International Validation Branch, Compliance
& Airworthiness Division, FAA, 10101
Hillwood Pkwy., Fort Worth, TX 76177;
telephone (817) 222–5110; email
kristin.bradley@faa.gov.
(2) For Goodrich service information
identified in this AD, contact Collins
Aerospace; 2727 E Imperial Hwy., Brea, CA
92821; telephone (714) 984–1461. You may
view this referenced service information at
the FAA, Office of the Regional Counsel,
Southwest Region, 10101 Hillwood Pkwy.,
Room 6N–321, Fort Worth, TX 76177. For
information on the availability of this
material at the FAA, call (817) 222–5110.
(3) The subject of this AD is addressed in
European Union Aviation Safety Agency
(EASA) AD 2015–0226R5, Revision 5, dated
July 23, 2020. You may view the EASA AD
on the internet at https://
www.regulations.gov in Docket No. FAA–
2020–1120.
LOTTER on DSK11XQN23PROD with PROPOSALS1
Appendix 1 to AD ####–##–##
Hoist Slip Load Test Results (Sample
Format)
Provide the following information by email
to ASB.SIS-CA@utas.utc.com; or mail to
Goodrich, Collins Aerospace; 2727 E Imperial
Hwy., Brea, CA 92821.
Helicopter Owner/Operator Name:
Email Address:
Telephone Number:
Helicopter Model and Serial Number:
Hoist Part Number:
Hoist Serial Number:
Time since Last Hoist Overhaul (months):
Hoist Operating Hours:
Hoist Cycles:
Hoist Lifts:
Date and Location Test was Accomplished:
VerDate Sep<11>2014
17:59 Sep 29, 2021
Jkt 253001
Point of Contact for Additional Information:
Air Temperature:
Gearbox Lubricant:
Hoist Slip Load Test Value 1:
Hoist Slip Load Test Value 2:
Hoist Slip Load Test Value 3:
Hoist Slip Load Test Value 4:
Hoist Slip Load Test Value 5:
Hoist Slip Load Test Averaged Test Value:
Any notes or comments:
Issued on September 22, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2021–21076 Filed 9–29–21; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2010–0427; Project
Identifier 2008–SW–72–AD]
RIN 2120–AA64
Airworthiness Directives; Arrow
Falcon Exporters, Inc. (Previously Utah
State University); California
Department of Forestry; Firefly
Aviation Helicopter Services
(Previously Erickson Air-Crane Co.);
Garlick Helicopters, Inc.; Global
Helicopter Technology, Inc.; Hagglund
Helicopters, LLC (Previously Western
International Aviation, Inc.);
International Helicopters, Inc.;
Precision Helicopters, LLC; Robinson
Air Crane, Inc.; San Joaquin
Helicopters (Previously Hawkins and
Powers Aviation, Inc.); S.M.&T. Aircraft
(Previously US Helicopters, Inc., UNC
Helicopter, Inc., Southern Aero
Corporation, and Wilco Aviation);
Smith Helicopters; Southern
Helicopter, Inc.; Southwest Florida
Aviation International, Inc. (Previously
Jamie R. Hill and Southwest Florida
Aviation); Tamarack Helicopters, Inc.
(Previously Ranger Helicopter
Services, Inc.); US Helicopter, Inc.
(Previously UNC Helicopter, Inc.); West
Coast Fabrication; and Williams
Helicopter Corporation (Previously
Scott Paper Co.) Model AH–1G, AH–1S,
HH–1K, TH–1F, TH–1L, UH–1A, UH–1B,
UH–1E, UH–1F, UH–1H, UH–1L, and
UH–1P Helicopters; and Southwest
Florida Aviation Model UH–1B (SW204
and SW204HP) and UH–1H (SW205)
Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Proposed rule; withdrawal.
AGENCY:
The FAA is withdrawing a
notice of proposed rulemaking (NPRM)
SUMMARY:
PO 00000
Frm 00012
Fmt 4702
Sfmt 4702
54135
that proposed to supersede
Airworthiness Directive (AD) AD 2002–
20–01, which applies to certain Model
HH–1K, TH–1F, TH–1L, UH–1A, UH–
1B, UH–1E, UH–1F, UH–1H, UH–1L,
and UH–1P helicopters; and Southwest
Florida Aviation Model SW204,
SW204HP, SW205, and SW205A–1
helicopters, manufactured by Bell
Helicopter Textron, Inc. (BHTI) for the
Armed Forces of the United States. The
NPRM would have required removing
certain serial-numbered tension-torsion
(TT) straps from service, reducing the
retirement life for other TT straps, and
establishing a retirement life in terms of
calendar time in addition to hours timein-service (TIS) for certain other affected
TT straps. The NPRM also would have
added two model helicopters to the
applicability of the AD. The NPRM was
prompted by fatigue cracking in certain
TT straps that have stainless steel
filament windings and a determination
that corrosion damage, which is related
to calendar time, necessitated a calendar
time retirement life for certain TT straps
in addition to the retirement life based
on hours TIS. The NPRM was also
prompted by fatigue cracking in other
TT straps with encased thin stainless
steel plates. Since issuance of the
NPRM, the FAA has re-reviewed the
available information and determined
that the totality of the available
information does not support issuance
of a final rule. Accordingly, the NPRM
is withdrawn.
DATES: As of September 30, 2021 the
proposed rule, which was published in
the Federal Register on April 22, 2010
(75 FR 20933), is withdrawn.
ADDRESSES:
Examining the AD Docket
You may examine the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2010–
0427; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this AD action,
any comments received, and other
information. The street address for
Docket Operations is U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Jurgen Priester, Aviation Safety
Engineer, Delegation Oversight Section,
DSCO Branch, FAA, 10101 Hillwood
Pkwy., Fort Worth, TX 76177; telephone
817–222–5159; email jurgen.e.priester@
faa.gov.
SUPPLEMENTARY INFORMATION:
E:\FR\FM\30SEP1.SGM
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]]>Agencies
[Federal Register Volume 86, Number 187 (Thursday, September 30, 2021)]
[Proposed Rules]
[Pages 54129-54135]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-21076]
[[Page 54129]]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-1120; Project Identifier 2019-SW-056-AD]
RIN 2120-AA64
Airworthiness Directives; Goodrich Externally-Mounted Hoist
Assemblies
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (SNPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA is revising a notice of proposed rulemaking (NPRM) for
various model helicopters with certain part-numbered Goodrich
externally-mounted hoist assemblies (hoists) installed. This action
revises the NPRM by adding a figure and revising certain requirements.
The FAA is proposing this airworthiness directive (AD) to address the
unsafe condition on these products. Since some of these actions would
impose an additional burden over those in the NPRM, the agency is
requesting comments on this SNPRM.
DATES: The FAA must receive comments on this SNPRM by November 1, 2021.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays.
For Goodrich service information identified in this SNPRM, contact
Collins Aerospace; 2727 E Imperial Hwy., Brea, CA 92821; telephone
(714) 984-1461. You may view this service information at the FAA,
Office of the Regional Counsel, Southwest Region, 10101 Hillwood Pkwy.,
Room 6N-321, Fort Worth, TX 76177. For information on the availability
of this material at the FAA, call (817) 222-5110.
Examining the AD Docket
You may examine the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2020-1120; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains the NPRM, this SNPRM,
the European Union Aviation Safety Agency (EASA) AD, any comments
received, and other information. The street address for Docket
Operations is listed above.
FOR FURTHER INFORMATION CONTACT: Kristi Bradley, Aerospace Engineer,
General Aviation & Rotorcraft Section, International Validation Branch,
Compliance & Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort
Worth, TX 76177; telephone (817) 222-5110; email
[email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include ``Docket No. FAA-2020-1120; Project Identifier
2019-SW-056-AD'' at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data. The FAA
will consider all comments received by the closing date and may again
revise this proposal because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this proposed AD.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this SNPRM contain
commercial or financial information that is customarily treated as
private, that you actually treat as private, and that is relevant or
responsive to this SNPRM, it is important that you clearly designate
the submitted comments as CBI. Please mark each page of your submission
containing CBI as ``PROPIN.'' The FAA will treat such marked
submissions as confidential under the FOIA, and they will not be placed
in the public docket of this SNPRM. Submissions containing CBI should
be sent to Kristi Bradley, Aerospace Engineer, General Aviation &
Rotorcraft Section, International Validation Branch, Compliance &
Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX
76177; telephone (817) 222-5110; email [email protected]. Any
commentary that the FAA receives which is not specifically designated
as CBI will be placed in the public docket for this rulemaking.
Background
The FAA issued an NPRM that proposed to amend 14 CFR part 39 by
adding an AD that would apply to various model helicopters with certain
part-numbered externally-mounted Goodrich hoists installed. The NPRM
published in the Federal Register on December 11, 2020 (85, FR 79930).
In the NPRM, the FAA proposed to require replacing unmodified hoists,
installing placards, revising the existing Rotorcraft Flight Manual
(RFM) for your helicopter, deactivating or removing a hoist if a
partial peel out occurs, reviewing the helicopter's hoist slip load
test records, repetitively inspecting the hoist cable and overload
clutch (clutch), and reporting information to the FAA.
The NPRM was prompted by a series of EASA ADs, the most recent
being EASA AD 2015-0226R5, Revision 5, dated July 23, 2020 (EASA AD
2015-0226R5), to correct an unsafe condition for various model
helicopters with a Goodrich externally-mounted hoist with one of the
following part numbers (P/Ns) or base P/Ns installed: 42315, 42325,
44301-10-1, 44301-10-2, 44301-10-4, 44301-10-5, 44301-10-6, 44301-10-7,
44301-10-8, 44301-10-9, 44301-10-10, 44301-10-11, 44311, 44312, 44314,
44315, 44316, or 44318. EASA advises of an initial incident of a rescue
hoist containing a dummy test load of 552 lbs. that reeled-out without
command of the operator and impacted the ground during a maintenance
check flight, because the overload clutch had failed. EASA states that
this condition, if not detected and corrected, could lead to further
cases of in-flight loss of the hoist load, possibly resulting in injury
to persons on the ground or in a hoisting accident.
Accordingly, EASA AD 2015-0226R5 requires a records review to
determine if the cable has exceeded the allowable limit in previous
load testing, a repetitive load check and test of the clutch slip
value, removal or deactivation of a hoist that cannot be tested due to
lack of approved instructions, replacement of the old clutch P/N with a
new clutch developed by Goodrich to mitigate some of the
[[Page 54130]]
factors resulting in clutch degradation, periodic replacement of the
hoist, reduction of the maximum allowable load on the hoist, addition
of operational limitations to the RFM, and replacement of the hoist
after a partial peel out. EASA AD 2015-0226R5 also prohibits the
installation of a replacement cable that has exceeded the allowable
limit in previous load testing. EASA considers AD 2015-0226R5 to be
interim action and advises further AD action may follow.
Comments
The FAA received comments from three commenters. The commenters
were EASA, Collins Aerospace, and an individual. The following
discussion presents the comments received on the NPRM and the FAA's
response.
Request To Clarify Interval Between Overhaul
EASA requested the FAA clarify why the proposed AD does not include
the reduced time interval between overhaul that is required by EASA's
AD. EASA stated that based on the occurrences and design review, its AD
limits the time between overhaul to 24 months, 1,200 cycles, or 1,600
lifts, which can be extended to 40 months or 2,600 lifts if tests and
documentation are provided to EASA.
The FAA's proposed AD and EASA's AD differ in that the EASA AD
requires repetitive replacement or overhaul of all affected hoists,
while the FAA's proposed AD would require a one-time replacement of
affected hoists that have not been modified with a new overload clutch
assembly (and re-identified with a ``4'' as the first digit of the
serial number (S/N)). Since the proposed AD would also prohibit
installation of a hoist unless it has a ``4'' as the first digit of the
S/N, this would have the effect of requiring replacement of a non-
modified hoist with a modified hoist. The FAA acquired data from
Collins Aerospace that showed over 1,000 field load checks of hoists
with a new overload clutch assembly with no reports of low pulling
clutches or peel out events. The FAA evaluated this data and determined
that it does not substantiate a 24-month repetitive replacement or
overhaul of hoists that have been modified with the new overload clutch
assembly. The FAA considers this AD action to be an interim action, and
using the additional data reported following issuance of this AD, will
re-evaluate this determination if needed.
Request Regarding Replacement of the Hoist
One commenter requested the FAA allow installing a new clutch
assembly instead of requiring ``scrapping'' the entire hoist, if the
hoist does not have the number ``4'' as the first digit of its S/N.
The FAA agrees. The requirement proposed by this AD to replace a
hoist without the number ``4'' as the first digit of its S/N with a
modified hoist would not require removing the hoist from service. The
proposed requirement states to ``replace'' the hoist. This would not
prohibit re-installing a hoist after modifying it to install a new
overload clutch assembly and (re)-identifying it with a ``4'' as the
first digit of the S/N. No changes to this proposed AD are necessary as
a result of this comment.
Safety Concern Addressed by Existing AD
One commenter stated that this clutch safety concern has already
been addressed by AD 2013-06-51 (78 FR 38826, June 28, 2013) (AD 2013-
06-51), Goodrich Alert Service Bulletin (ASB) No. 44301-10-15, dated
March 8, 2013 (ASB 44301-10-15), and Goodrich ASB No. 44301-10-18,
Revision 6, dated October 10, 2016 (ASB 44301-10-18).
The FAA agrees that ASB 44301-10-18 specifies procedures to address
this issue. However, while an operator may incorporate the procedures
in this service bulletin into its inspection program, not all operators
are required to do so. In order for these procedures to become
mandatory, and to correct the unsafe condition identified in the NPRM,
the FAA must issue an AD. Further, AD 2013-06-51 (and ASB 44301-10-15,
which is mandated by AD 2013-06-51) requires a one-time cable
conditioning lift and load inspection test as interim corrective
action. AD 2013-06-51 does not require all of the same actions as this
proposed AD.
Requests Regarding Compliance Time for Hoist Replacement
The individual commenter requested that the FAA change part of the
compliance time for replacing a hoist without the number ``4'' as the
first digit of its S/N from 55 operating hours to 55 hours since the
last clutch overhaul. The commenter's hoist has 89 operating hours and
was overhauled 2 hours ago; the commenter's understanding is that such
a hoist would need to be replaced immediately when the proposed AD
becomes effective.
The FAA disagrees. If the commenter's hoist has an S/N without the
number ``4'' as the first digit, then at its recent overhaul it was not
modified with a new overload clutch assembly. Thus, it is still subject
to the unsafe condition. Operators in this situation may, under the
provisions of paragraph (h) of this SNPRM, request approval of an
alternative method of compliance (AMOC) if sufficient data is submitted
to substantiate an acceptable level of safety.
Collins Aerospace stated that the compliance time for converting a
hoist to a hoist with a new overload clutch assembly should be 24
months, based on improved risk analysis information from initial load
checks and subsequent load checks.
The FAA partially agrees. The FAA also determined that 24 months is
an adequate compliance time to mitigate the risk to reasonable levels.
However, the FAA proposed a 12-month compliance time after factoring an
estimated 12-month processing time before issuance of the final rule of
this AD. The FAA did not make any changes to the SNPRM as a result of
these comments.
Requests Regarding the Operating Limitations
EASA requested the FAA explain why it did not adopt two of the
operating limitations required by EASA AD 2015-0226R5: The limit on the
number of persons that can be hoisted, and the warning that exceeding
15[deg] of lateral pendulum angle/helicopter vertical axis may lead to
clutch slippage.
EASA AD 2015-0226R5 limits the number of persons that can be
hoisted to two, except when hoisting more persons (such as children)
will not exceed the weight limit. The FAA determined that the maximum
hoist load limitations described in terms of weight alone, without the
extraneous information on the number of persons lifted, are sufficient.
The FAA did not propose to include the lateral pendulum angle of the
hoist cable with respect to the helicopter's vertical axis after
determining that such a limitation would not be measurable or
enforceable. The FAA did not make any changes to the SNPRM as a result
of this comment.
EASA requested the FAA explain why the proposed AD would require
different temperature ranges for the weight limitations than EASA AD
2015-0226R5 and would omit limitations for OAT below -20 [deg]C.
The FAA agrees that the maximum hoist load limitations in this
proposed AD should be consistent with those in the EASA AD and that
this proposed AD should include requirements for all temperatures.
Accordingly, the FAA has changed the temperatures in the
[[Page 54131]]
maximum hoist load limitations in this SNPRM.
Collins Aerospace requested the FAA change the proposed maximum
hoist load limitations to distinguishing between non-modified hoists
(without the number ``4'' as the first digit of its S/N) and modified
hoists with a new clutch (with the number ``4'' as the first digit of
its S/N). Collins Aerospace stated that after EASA AD 2015-0226R1 was
issued, Goodrich performed a series of characterization tests that
demonstrated the performance envelope of the modified hoist in various
conditions. According to Collins Aerospace, the results of these tests
as documented in Goodrich Report No. 49000-1087, Revision A, dated July
31, 2017, indicate that margins are maintained with a less restrictive
temperature limitation than those imposed on non-modified hoists.
The FAA disagrees with requiring different maximum hoist load
limitations for non-modified hoists and modified hoists. After
reviewing the data in the report referenced by the commenter, the FAA
determined it does not demonstrate with an acceptable level of
confidence that less restrictive temperature limitations are
appropriate for modified hoists.
Request To Allow Additional Load Check Tool
Collins Aerospace requested the FAA change the proposed requirement
to use load check tool P/N 49900-889-104 for the cable conditioning and
a hoist slip load test to also allow using tool P/N 49900-889-103.
Collins Aerospace stated that both are tool kits, with P/N 49900-889-
104 having all of the components of P/N 49900-889-103, plus extra
components so that P/N 49900-889-104 can be used to perform tests on
helicopters with older versions of the large hook damper. Collins
Aerospace further stated that helicopters with newer model dampers and
all other platforms can utilize tool P/N 49900-889-103, which is
expected to supersede tool P/N 49900-889-104 as the older dampers are
removed from service.
The FAA agrees and has revised this SNPRM accordingly.
Request Regarding Hoist Load Check (Test) After Installation
EASA requested the FAA explain why the proposed AD does not require
accomplishing a hoist load check (test) after installing a new clutch,
as required by the EASA AD. EASA stated the test will check for any
uncertainties that might develop during handling and storage before
installation.
The FAA is not aware of any modified hoists with a new clutch
(having a number ``4'' as the first digit of the S/N) failing the hoist
load test. Accordingly, the FAA determined there is insufficient data
to support proposing this as an additional requirement.
Request Regarding Compliance Time for Initial Load Test
Collins Aerospace requested that, for certain hoists, the FAA
extend the compliance time for the initial hoist slip load test from 30
days to six months. In support of this request, Collins Aerospace
stated the 30 day compliance time calculation is appropriate for non-
modified hoists that have: No improvements from manufacture, repair, or
overhaul after February 1, 2018; not complied with ASB 44301-10-18 or
ASB 44301-10-15; or not had a load check performed. Collins Aerospace
further stated that enough load check tools may not be available to
test all hoists that would be affected by the proposed AD.
The FAA disagrees with changing the proposed AD to account for
manufacturing improvements because not enough data has been provided to
substantiate the commenter's request. However, the FAA agrees with
providing an allowance for the initial instance of the cable
inspections and hoist slip load test proposed by this AD if those
actions have been accomplished within the last six months. The FAA has
changed the proposed compliance time accordingly.
Request Regarding the Costs of Compliance
Collins Aerospace stated that replacing a hoist is not necessary as
the clutch can be replaced instead for an average cost of $24,000, plus
8 hours of labor. Collins Aerospace also stated that the cost for the
field load check tool is $11,171.
The FAA agrees that replacing a hoist without the number ``4'' as
the first digit of its S/N, as required by paragraph (g)(1) of this
SNPRM, may be accomplished by modifying the hoist with the new overload
clutch assembly and re-identifying it with a
``4'' as the first digit of the S/N. The FAA has updated the Costs
of Compliance section accordingly.
Comment Regarding Figure 4
Collins Aerospace stated that although a figure 4 is referenced in
the Required Actions of the NPRM, no figure 4 appears in the NPRM.
The FAA agrees. Figure 4 to paragraph (e)(2)(iv) of the NPRM (now
Figure 4 to paragraph (g)(2)(iv) of this SNPRM), which is necessary to
accomplish the required actions, was inadvertently omitted in
reproduction when the NPRM published in the Federal Register.
Other Differences Between the NPRM and the SNPRM
In this SNPRM, the FAA has added ``total'' to the compliance time
and usage thresholds for hoists without a ``4'' as the first digit of
its S/N to clarify that it is the total accumulation of time on the
hoist that would trigger the proposed requirement to replace the hoist.
In this SNPRM, the FAA has also added the metric conversion (kg) for
the hoist ratings in the first two figures.
Lastly, this SNPRM uses an updated format. As a result, paragraph
identifiers have changed.
FAA's Determination
Affected helicopters include helicopters that have been approved by
the aviation authorities of Canada, Italy, France, and Germany and are
approved for operation in the United States. Pursuant to the FAA's
bilateral agreement with the European Union, EASA has notified the FAA
about the unsafe condition described in its AD. The FAA is issuing this
SNPRM after determining the unsafe condition described previously is
likely to exist or develop on other helicopters of the same type
design. Certain changes described above expand the scope of the NPRM.
As a result, it is necessary to reopen the comment period to provide
additional opportunity for the public to comment on this SNPRM.
Related Service Information Under 1 CFR part 51
The FAA reviewed ASB 44301-10-18, which specifies maximum hoist
load limitations with respect to ambient temperature and describes
actions and conditions that could reduce the capacity of the clutch.
This service information also specifies procedures for inspecting the
cable and inspecting the clutch by performing a cable conditioning lift
and a hoist slip load test.
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.
Proposed AD Requirements in This SNPRM
This proposed AD would require:
Replacing any hoist without a ``4'' as the first digit of
its S/N within 12 months after the effective date of this AD or before
the hoist accumulates 55
[[Page 54132]]
total operating hours, 1,200 total hoist cycles (cycles), or 1,600
total hoist lifts (lifts), whichever occurs first.
Installing placards and revising the existing RFM for your
helicopter to add maximum hoist load limitations, an excessive
maneuvering warning, a maximum sustained bank angle in turn, and a
prohibition on operating the hoist in the event of a partial peel out.
Deactivating or removing any hoist that experiences a
partial peel out from service.
Reviewing records for cable load-testing that was
previously performed, and depending on the findings, replacing the
cable.
Repetitively inspecting the cable, inspecting the clutch
by performing a cable conditioning lift and hoist slip load test,
inspecting the cable a second time, reporting certain information to
the FAA, and depending on these inspection outcomes, replacing the
cable or removing the hoist from service.
This proposed AD would also prohibit installing an affected
replacement or original installation hoist that has not been re-
identified to indicate it has an improved clutch assembly.
Installation of a hoist with an improved overload clutch assembly,
which is indicated by having a ``4'' as the first digit of its S/N,
would not terminate the actions required by this proposed AD.
Differences Between This SNPRM and the EASA AD
EASA AD 2015-0226R5 requires repetitively replacing the hoist with
a modified hoist, whereas this proposed AD would require a one-time
replacement of the hoist with a modified hoist that has the improved
clutch assembly installed. EASA AD 2015-0226R5 requires adding a
placard or operational limitation to the RFM warning that exceeding
15[deg] of lateral pendulum angle/helicopter vertical axis can lead to
clutch slippage, and this proposed AD would not. EASA AD 2015-0226R5
requires adding an operating limitation to the RFM limiting the number
of persons who can be hoisted, whereas this proposed AD would not. This
proposed AD would require replacing the cable before the next hoist
operation if a cable has previously been load-tested at more than 1,500
lbs or at an unknown weight during at least one cable pull, while EASA
AD 2015-0226R5 requires this replacement during multiple cable pulls.
This proposed AD would require visually inspecting and measuring the
diameter of the cable before and after performing a cable conditioning
and a hoist slip load test, whereas EASA AD 2015-0226R5 does not. This
proposed AD would require performing the cable conditioning and hoist
slip load test within 30 days after the effective date of this AD,
unless already done within the last 6 calendar months, and thereafter
at intervals not to exceed 6 months, 400 lifts, or 300 cycles. EASA AD
2015-0226R5 specifies performing the hoist slip load test according to
the compliance time of the design approval holder instead. After the
installation (not reinstallation) of a modified hoist, EASA AD 2015-
0226R5 requires performing an initial hoist load check/test prior to
hoisting operation, whereas this proposed AD would not.
Interim Action
The FAA considers this proposed AD would be an interim action. The
inspection reports that would be required by this proposed AD will
enable better insight into the condition of the hoists, and eventually
be used to develop final action to address the unsafe condition. Once
final action has been identified, the FAA might consider further
rulemaking.
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, would
affect 2,911 hoists installed on helicopters of U.S. Registry. Labor
rates are estimated at $85 per work-hour. Based on these numbers, the
FAA estimates the following costs to comply with this proposed AD.
Replacing a clutch would take about 8 work-hours and parts would
cost about $24,000 for an estimated cost of $24,680 per hoist.
Alternatively, replacing a hoist would take about 8 work-hours and
parts would cost about $200,000 for an estimated cost of $200,680 per
hoist.
Revising the existing RFM for your helicopter and installing
placards would take about 0.5 work-hour for an estimated cost of $43
per helicopter and $125,173 for the U.S. fleet.
Deactivating or removing a hoist that experiences a partial peel
out would take about 2 work-hours for an estimated cost of $170.
Reviewing records would take about 0.5 work-hour for an estimated
cost of $43 per helicopter and $125,173 for the U.S. fleet.
Inspecting the cable and performing a cable conditioning lift and
hoist slip load test would take about 2 work-hours for an estimated
cost of $170 per helicopter and $494,870 for the U.S. fleet per
inspection cycle. A (field) load check tool would cost about $11,171.
Reporting the hoist slip load test information would take about 0.25
work-hour for a cost of $21 per helicopter and $61,131 for the U.S.
fleet per reporting cycle.
Replacing the cable would take about 3 work-hours and parts would
cost about $3,150 for a total replacement cost of $3,405 per hoist.
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a currently valid OMB Control Number. The OMB
Control Number for this information collection is 2120-0056. Public
reporting for this collection of information is estimated to take
approximately 0.25 hour per response, including the time for reviewing
instructions, searching existing data sources, gathering and
maintaining the data needed, and completing and reviewing the
collection of information. All responses to this collection of
information are mandatory. Send comments regarding this burden estimate
or any other aspect of this collection of information, including
suggestions for reducing this burden, to: Information Collection
Clearance Officer, Federal Aviation Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177-1524.
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.
The FAA is 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
The FAA determined that this proposed AD would not have federalism
[[Page 54133]]
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) Would not affect intrastate aviation in Alaska, and
(3) Would not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
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 adding the following new airworthiness
directive:
Goodrich Externally-Mounted Hoist Assemblies: Docket No. FAA-2020-
1120; Project Identifier 2019-SW-056-AD.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) action by November 1, 2021.
(b) Affected ADs
None.
(c) Applicability
This AD applies to helicopters, certificated in any category,
with an externally mounted Goodrich hoist assembly (hoist) with a
part number (P/N) or base P/N listed under the Hoist Family column
in Table 1 of Goodrich Alert Service Bulletin No. 44301-10-18,
Revision 6, dated October 10, 2016 (ASB 44301-10-18 Rev 6),
installed. An affected hoist may be installed on but not limited to
the following:
Note 1 to the introductory text of paragraph (c): The hoist P/N
may be included as a component of a different part-numbered kit.
(1) Airbus Helicopters (previously Eurocopter France) Model
AS332L, AS332L1, AS332L2, AS350B2, AS350B3, AS365N3, and EC225LP
helicopters;
(2) Airbus Helicopters Deutschland GmbH (AHD) (previously
Eurocopter Deutschland GmbH) Model EC135P1, EC135P2, EC135P2+,
EC135P3, EC135T1, EC135T2, EC135T2+, EC135T3, MBB-BK 117 C-2, and
MBB-BK 117 D-2 helicopters;
(3) Bell Textron Canada Limited (previously Bell Helicopter
Textron Canada Limited) Model 429 and 430 helicopters;
(4) Bell Textron Inc. (previously Bell Helicopter Textron Inc.)
Model 205A, 205A-1, 205B, 212, 412, 412CF, and 412EP helicopters;
(5) Leonardo S.p.a. (previously Finmeccanica S.p.A.,
AgustaWestland S.p.A) Model A109, A109A, A109A II, A109C, A109E,
A109K2, A109S, AB139, AB412, AB412 EP, AW109SP, and AW139,
helicopters;
(6) MD Helicopters, Inc. (MDHI) Model MD900 helicopters;
(7) Transport and restricted category helicopters, originally
manufactured by Sikorsky Aircraft Corporation, Models S-61A, S-61L,
S-61N, S-76A, S-76B, S-76C, S-76D, and S-92A; and
(8) Restricted category Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B,
UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters.
(d) Subject
Joint Aircraft Service Component (JASC) Code: 2500, Cabin
Equipment/Furnishings.
(e) Unsafe Condition
This AD was prompted by hoists failing lower load limit
inspections. The FAA is issuing this AD to prevent failure of the
hoist overload clutch. The unsafe condition, if not addressed, could
result in an in-flight failure of the hoist, which could result in
injury to a person being lifted.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
(1) For a hoist without the number ``4'' as the first digit of
its serial number (S/N):
(i) For hoists that use operating hours to monitor hoist
operation, within 12 months after the effective date of this AD or
before the hoist accumulates 55 total hoist operating hours,
whichever occurs first, replace the hoist. For purposes of this AD,
hoist operating hours are counted anytime the hoist motor is
operating.
(ii) For hoists that use hoist cycles (cycles) to monitor hoist
operation, within 12 months after the effective date of this AD or
before the hoist accumulates 1,200 total cycles, whichever occurs
first, replace the hoist. For purposes of this AD, a cycle is
counted anytime the cable is extended and then retracted a minimum
of 16 feet (5 meters) during flight or on the ground, with or
without a load.
(iii) For hoists that use hoist lifts (lifts) to monitor hoist
operation, within 12 months after the effective date of this AD or
before the hoist accumulates 1,600 total lifts, whichever occurs
first, replace the hoist. For purposes of this AD, a lift is counted
anytime the cable is unreeled or recovered or both with a load
attached to the hook, regardless of the length of the cable that is
deployed or recovered. An unreeling or recovery of the cable with no
load on the hook is not a lift. If a load is applied for half an
operation (i.e. unreeling or recovery), it must be counted as one
lift.
(2) For all hoists identified in the introductory text of
paragraph (c) of this AD, before further flight, install placards
and revise the existing Rotorcraft Flight Manual (RFM) for your
helicopter by inserting a copy of this AD or by making pen-and-ink
changes in Section 2, Limitations, of the RFM Supplement for the
hoist as follows:
(i) For 500 pound (lb) rated hoists, install a placard with the
information in Figure 1 to paragraph (g)(2)(i) of this AD in full
view of the hoist operator and add the information in Figure 1 to
paragraph (g)(2)(i) of this AD to the existing RFM for your
helicopter:
[GRAPHIC] [TIFF OMITTED] TP30SE21.000
(ii) For 600 lb rated hoists, install a placard with the
information in Figure 2 to paragraph (g)(2)(ii) of this AD in full
view of the hoist operator and add the information in Figure 2 to
paragraph (g)(2)(ii) of this AD to the existing RFM for your
helicopter:
[[Page 54134]]
[GRAPHIC] [TIFF OMITTED] TP30SE21.001
(iii) For 500 and 600 lb rated hoists, install a placard with
the information in Figure 3 to paragraph (g)(2)(iii) of this AD in
full view of the pilot and add the information in Figure 3 to
paragraph (g)(2)(iii) of this AD to the existing RFM for your
helicopter.
[GRAPHIC] [TIFF OMITTED] TP30SE21.002
(iv) For 500 and 600 lb rated hoists, install a placard with the
information in Figure 4 to paragraph (g)(2)(iv) of this AD in full
view of the pilot and add the information in Figure 4 to paragraph
(g)(2)(iv) of this AD to the existing RFM for your helicopter:
[GRAPHIC] [TIFF OMITTED] TP30SE21.003
(3) For all hoists identified in the introductory text of
paragraph (c) of this AD, as of the effective date of this AD, if a
partial peel out occurs, deactivate or remove the hoist from service
before further flight. For purposes of this AD, a partial peel out
occurs when 20 inches (0.5 meter) or more of the hoist cable reels
off of the hoist cable drum in one overload clutch slip incident.
(4) For all hoists identified in the introductory text of
paragraph (c) of this AD, within 30 days after the effective date of
this AD, review the helicopter's hoist slip load test records. If
the cable was load-tested at more than 1,500 lbs or at an unknown
weight during one or more cable pulls, replace the cable with an
airworthy cable before the next hoist operation.
(5) For all hoists identified in the introductory text of
paragraph (c) of this AD, within 30 days after the effective date of
this AD, unless already done within the last 6 calendar months, and
thereafter at intervals not to exceed 6 months, 400 lifts, or 300
cycles, whichever occurs first:
(i) Visually inspect the first 18 inches (45 cm) of the cable
from the hook assembly for broken wires and necked down sections. If
there is a broken wire or necked down section, replace the cable
with an airworthy cable before further flight.
(ii) Within the first 18 inches (45 cm) of the cable from the
hook assembly, measure the diameter of the cable at the most necked
down area. If the diameter measurement is less than 0.185 inch (4.7
mm), replace the cable with an airworthy cable before further
flight.
(iii) Using load check tool P/N 49900-889-103 or 49900-889-104,
perform a cable conditioning and a hoist slip load test by following
the Accomplishment Instructions, paragraphs 3.C.(1) through
3.C.(3)(g) of ASB 44301-10-18 Rev 6. If the average of the five test
values is less than the limit shown in Table 2 for 600 lb rated
hoists or Table 3 for 500 lb rated hoists of ASB 44301-10-18 Rev 6,
remove the hoist from service before further flight.
(iv) Visually inspect the first 30 feet (10 meters) of the cable
from the hook assembly for broken wires, necked down sections,
kinks, bird-caging, flattened areas, abrasion, and gouging. It is
permissible for the cable to have a slight curve immediately after
performing the hoist slip load test. If there is a broken wire,
necked down section, kink, or any bird-caging; or if there is a
flattened area, any abrasion, or a gouge that exceeds allowable
limits, replace the cable with an airworthy cable before further
flight.
(v) Repeat the actions specified in paragraphs (g)(5)(i) and
(ii) of this AD. If there is a broken wire or necked down section or
the cable diameter measurement is less than 0.185 inch (4.7 mm),
replace the cable with an airworthy cable before further flight.
(6) Within 30 days after accomplishing the hoist slip load test,
report the information requested in Appendix 1 to this AD by email
to [email protected]; or mail to Goodrich, Collins Aerospace;
2727 E Imperial Hwy., Brea, CA 92821.
[[Page 54135]]
(7) As of the effective date of this AD, do not install as a
replacement part or as an original installation an externally-
mounted hoist with a P/N identified in the introductory text of
paragraph (c) of this AD unless it has an improved overload clutch
assembly with the number ``4'' as the first digit of the S/N.
(h) Alternative Methods of Compliance (AMOCs)
(1) The Manager, International Validation Branch, FAA, has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the manager of the International Validation Branch, send
it to the attention of the person identified in paragraph (i)(1) of
this AD. Information may be emailed to: [email protected].
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(i) Related Information
(1) For more information about this AD, contact Kristi Bradley,
Aerospace Engineer, General Aviation & Rotorcraft Section,
International Validation Branch, Compliance & Airworthiness
Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177; telephone
(817) 222-5110; email [email protected].
(2) For Goodrich service information identified in this AD,
contact Collins Aerospace; 2727 E Imperial Hwy., Brea, CA 92821;
telephone (714) 984-1461. You may view this referenced service
information at the FAA, Office of the Regional Counsel, Southwest
Region, 10101 Hillwood Pkwy., Room 6N-321, Fort Worth, TX 76177. For
information on the availability of this material at the FAA, call
(817) 222-5110.
(3) The subject of this AD is addressed in European Union
Aviation Safety Agency (EASA) AD 2015-0226R5, Revision 5, dated July
23, 2020. You may view the EASA AD on the internet at https://www.regulations.gov in Docket No. FAA-2020-1120.
Appendix 1 to AD ####-##-##
Hoist Slip Load Test Results (Sample Format)
Provide the following information by email to [email protected]; or mail to Goodrich, Collins Aerospace; 2727 E
Imperial Hwy., Brea, CA 92821.
Helicopter Owner/Operator Name:
Email Address:
Telephone Number:
Helicopter Model and Serial Number:
Hoist Part Number:
Hoist Serial Number:
Time since Last Hoist Overhaul (months):
Hoist Operating Hours:
Hoist Cycles:
Hoist Lifts:
Date and Location Test was Accomplished:
Point of Contact for Additional Information:
Air Temperature:
Gearbox Lubricant:
Hoist Slip Load Test Value 1:
Hoist Slip Load Test Value 2:
Hoist Slip Load Test Value 3:
Hoist Slip Load Test Value 4:
Hoist Slip Load Test Value 5:
Hoist Slip Load Test Averaged Test Value:
Any notes or comments:
Issued on September 22, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2021-21076 Filed 9-29-21; 8:45 am]
BILLING CODE 4910-13-P
