Airworthiness Directives; Goodrich Externally-Mounted Hoist Assemblies, 14772-14778 [2022-05487]
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Sandra L. Thompson,
Acting Director, Federal Housing Finance
Agency.
[FR Doc. 2022–04529 Filed 3–15–22; 8:45 am]
BILLING CODE 8070–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–1120; Project
Identifier 2019–SW–056–AD; Amendment
39–21962; AD 2022–05–10]
RIN 2120–AA64
Airworthiness Directives; Goodrich
Externally-Mounted Hoist Assemblies
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for various
model helicopters with certain partnumbered Goodrich externally-mounted
hoist assemblies (hoists) installed. This
AD was prompted by hoists failing
lower load limit inspections. This AD
requires 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 manufacturer. This AD also requires
establishing operating limitations on the
hoist and prohibits installing an
unmodified hoist. The FAA is issuing
this AD to address the unsafe condition
on these products.
DATES: This AD is effective April 20,
2022.
The Director of the Federal Register
approved the incorporation by reference
of a certain document listed in this AD
as of April 20, 2022.
ADDRESSES: For Goodrich service
information identified in this final rule,
contact Collins Aerospace; 2727 E
Imperial Hwy., Brea, CA 92821;
telephone (714) 984–1461; email GHW@
collins.com; or at https://
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SUMMARY:
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www.collinsaerospace.com/. You may
view 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 information on
the availability of this material at the
FAA, call (817) 222–5110. It is also
available at https://www.regulations.gov
by searching for and locating Docket No.
FAA–2020–1120.
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 this
final rule, the European Union Aviation
Safety Agency (EASA) AD, 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:
Kristi Bradley, Program Manager, COS
Program Management Section,
Operational Safety Branch, Compliance
& Airworthiness Division, FAA, 10101
Hillwood Pkwy., Fort Worth, TX 76177;
telephone (817) 222–5110; email
kristin.bradley@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to various model helicopters with
certain part-numbered externallymounted 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
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 clutch,
and reporting information to the
manufacturer. The NPRM was prompted
by a series of EASA ADs, the most
recent at that time being EASA AD
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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 advised
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 stated 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
required a records review to determine
if the cable had 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 could not 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
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
prohibited the installation of a
replacement cable that has exceeded the
allowable limit in previous load testing.
EASA considered AD 2015–0226R5 to
be interim action and advised further
AD action may follow.
The FAA issued a supplemental
notice of proposed rulemaking (SNPRM)
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 SNPRM published in the
Federal Register on September 30, 2021
(86 FR 54129). The SNPRM proposed to
revise the NPRM by adding a figure and
revising certain requirements, including
changes to the temperatures in the
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maximum hoist load limitations and
adding the cost of a (field) load check
tool. The SNPRM was prompted by
changes from the public comments,
which expanded the scope of the
NPRM.
Although the NPRM and SNPRM
discussed the unsafe condition as
described by EASA in EASA AD 2015–
0226R5, the FAA based most of the
proposed requirements in both the
NPRM and the SNPRM on service
information issued by Goodrich for all
helicopter models with an affected
hoist. For the replacement intervals
proposed in paragraph (g)(1) of the
NPRM and SNPRM, the FAA based
those actions on portions of the EASA
AD that are not model specific.
Actions Since the SNPRM Was Issued
Since the FAA issued the SNPRM,
EASA has revised EASA AD 2015–
0226R5 and issued EASA AD 2015–
0226R6, Revision 6, dated December 8,
2021, and corrected December 20, 2021
(EASA AD 2015–0226R6). EASA AD
2015–0226R6 adds a new helicopter
model-specific replacement/overhaul
interval for affected hoists with a new
overload clutch. After reviewing the
changes in EASA AD 2015–0226R6, the
FAA has determined that no changes to
this AD are necessary.
Discussion of Final Airworthiness
Directive
Comments
The FAA received comments from
Bell Textron Canada Limited (Bell
Canada), Collins Aerospace, and
Transport Canada. The following
presents the comments received on the
SNPRM and the FAA’s response to each
comment.
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Request Regarding the Costs of
Compliance
Collins Aerospace commented that
two new potential costs could impact
operators: Groundings from an inability
to update the fleet and contract
penalties for operational contracts
requiring the use of a 600-lb rated hoist.
The cost analysis in AD rulemaking
actions includes only the costs
associated with complying with the AD,
which does not include indirect costs
such as down-time and loss of revenue.
Request To Change the AD for Bell
Canada Model 429 and 430 Helicopters
Bell Canada and Transport Canada
stated that, because Canada is the state
of design for Model 429 and 430
helicopters, the FAA should review
Transport Canada AD CF–2017–23,
dated July 7, 2017 (Transport Canada
AD CF–2017–23), and revise the FAA’s
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proposed AD accordingly. The
commenters stated that they discussed
the corrective actions in Transport
Canada AD CF–2017–23 and tailored its
limitations and operating parameters
specifically for Bell Canada Model 429
and 430 helicopters. Bell Canada stated
that because the related EASA AD was
issued unilaterally, the mitigations in
Transport Canada AD CF–2017–23 are
better suited for Model 429 and 430
helicopters than those in the EASA AD.
The FAA reviewed Transport Canada
AD CF–2017–23, which is applicable to,
and has some different requirements for,
certain Bell Canada Model 429 and 430
helicopters. This FAA AD applies to
affected Goodrich hoists, regardless of
the model helicopter they are installed
on, to address the risk to the fleet
independent of the helicopter
installation. Accordingly, the FAA
based its AD on Goodrich’s service
information and not on any modelspecific requirements. Operators may
request approval of model-specific
corrective actions as an alternative
method of compliance (AMOC) under
the provisions of paragraph (h) of this
AD.
Request Regarding Compliance Time
for Hoist Replacement
Collins Aerospace requested the FAA
extend the compliance time for
replacing an affected hoist with a hoist
that has an improved overload clutch
assembly from 12 months to 24 months.
In support, Collins Aerospace stated 24
months is an acceptable time based on
improved data from the initial load
checks and subsequent checks with a
load check tool. Additionally, Collins
Aerospace stated it does not have the
capacity to provide improved overload
clutch assemblies for the entire fleet
within 12 months.
The FAA agrees because no additional
reports of low pulling hoists have been
received since issuance of the SNPRM.
The FAA has revised this final rule
accordingly.
Request To Prohibit Maneuvering
In the SNPRM, the FAA proposed to
require a placard and RFM limitation
that warned the pilot about excessive
maneuvering with a load on an
extended cable and limited the
maximum sustained bank angle to 20
degrees. Bell Canada stated that limits
on bank angle (and pendulum angle) are
difficult to monitor by aircrew and will
increase crew workload, and therefore
prohibiting maneuvering with load on
extended cable is necessary to manage
the risk of clutch slippage. The FAA
infers that Bell Canada is requesting the
FAA prohibit maneuvering with load on
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14773
an extended cable for Model 429 and
430 helicopters.
The FAA disagrees with changing the
flight limitation from a bank angle limit
to a maneuvering prohibition. The FAA
determined that limiting the bank angle
in conjunction with a reduced
maximum load mitigates the unsafe
condition. The attitude indicator, which
is used by the pilot to monitor the bank
angle while maneuvering an external
load, is in the pilot’s normal field of
view and is regularly monitored;
therefore, any additional workload is
minimal. The FAA does agree that
requiring the aircrew to monitor the
lateral pendulum angle of the hoist
cable with respect to the helicopter’s
vertical axis would not be an acceptable
limitation because it would not be
measurable or enforceable.
Requests Regarding the Maximum Hoist
Load Limitations
In the SNPRM, the FAA proposed to
require a placard and revision to the
RFM to reduce the weight limitations
for the hoist load based on the outside
air temperature. Bell Canada stated that
the FAA’s proposed limitations include
a de-rating factor of 50 lbs, which is not
warranted for Bell Canada Model 429
and 430 helicopters. In support, Bell
Canada stated that the de-rating factor
was established to accommodate certain
maneuvering, which has been
prohibited for the Bell Canada products.
The FAA determined the de-rating
factor is necessary because it directly
correlates to the bank angle limitation
required by this AD.
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
serial number (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 nonmodified hoists.
As the FAA explained in the SNPRM,
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
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commenter, the FAA determined it does
not demonstrate with an acceptable
level of confidence that less restrictive
temperature limitations are appropriate
for modified hoists.
Requests Regarding the Partial Peel Out
Requirement
In the SNPRM, the FAA proposed to
prohibit use of the hoist if a partial peel
out occurs, through both a placard
limitation and a requirement to
deactivate or remove the hoist. Bell
Canada requested the FAA remove the
proposed placard requirement because
it only requires that the pilot cease
using the hoist before the next flight and
does not provide crew instructions to be
executed during the hoist operation.
The placard provides requirements for
the crew following any partial peel out.
The FAA determined that the most
effective way to provide this
information to the aircrew is through a
placard.
In the SNPRM, the FAA proposed to
define partial peel out as occurring
when 20 inches or more of the hoist
cable reels off of the cable drum in one
clutch slip incident. Bell Canada
requested the FAA change this
definition to ‘‘approximately’’ 20
inches. Bell Canada stated that a finite
20 inches will be difficult to measure;
‘‘approximately 20 inches’’ would be
consistent with the Goodrich service
information.
A measurement of ‘‘approximately 20
inches’’ would be vague in that it may
be interpreted in more than one way.
The operator is capable of measuring 20
or more inches of the hoist cable by, for
example, using slippage markings on
the cable.
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Conclusion
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 reviewed the relevant data,
considered the comments received, and
determined that air safety requires
adopting this AD as proposed.
Accordingly, the FAA is issuing this AD
to address the unsafe condition on these
products. Except for the changes
described previously, this AD is
adopted as proposed in the SNPRM.
None of the changes will increase the
economic burden on any operator.
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Related Service Information Under 1
CFR Part 51
The FAA reviewed Goodrich Alert
Service Bulletin No. ASB 44301–10–18,
Revision 6, dated October 10, 2016,
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.
Differences Between This AD and the
EASA AD
EASA AD 2015–0226R5 requires
repetitively replacing the hoist with a
modified hoist, whereas this AD
requires 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 AD does not. EASA AD 2015–
0226R5 requires adding an operating
limitation to the RFM limiting the
number of persons who can be hoisted,
whereas this AD does not. This AD
requires 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 AD requires 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 AD requires
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 AD does not.
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Interim Action
The FAA considers this AD an
interim action. The inspection reports
required by this 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
affects 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 AD.
Replacing a clutch takes about 8
work-hours and parts cost about $24,000
for an estimated cost of $24,680 per
hoist. Alternatively, replacing a hoist
takes about 8 work-hours and parts cost
about $200,000 for an estimated cost of
$200,680 per hoist.
Revising the existing RFM for your
helicopter and installing placards takes
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 takes
about 2 work-hours for an estimated
cost of $170.
Reviewing records takes 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 takes about 2 work-hours for an
estimated cost of $170 per helicopter
and $494,870 for the U.S. fleet per
inspection cycle. A load check tool costs
about $11,171. Reporting the hoist slip
load test information takes 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 takes about 3
work-hours and parts 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 a 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
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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.
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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
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Will not affect intrastate aviation
in Alaska, and
(3) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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The Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
AD 2022–05–10 Goodrich ExternallyMounted Hoist Assemblies: Amendment
39–21962; Docket No. FAA–2020–1120;
Project Identifier 2019–SW–056–AD.
(a) Effective Date
This airworthiness directive (AD) is
effective April 20, 2022.
(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–
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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.
PART 39—AIRWORTHINESS
DIRECTIVES
§ 39.13
14775
(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 24 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 24 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 24 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.
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(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
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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.
(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, Program Manager,
COS Program Management Section,
Operational Safety Branch, Compliance &
PO 00000
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Airworthiness Division, FAA, 10101
Hillwood Pkwy., Fort Worth, TX 76177;
telephone (817) 222–5110; email
kristin.bradley@faa.gov.
(2) 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
at https://www.regulations.gov in Docket No.
FAA–2020–1120.
(j) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference of
the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Goodrich Alert Service Bulletin No.
44301–10–18, Revision 6, dated October 10,
2016.
(ii) [Reserved]
(3) For service information identified in
this AD, contact Collins Aerospace; 2727 E
Imperial Hwy., Brea, CA 92821; telephone
(714) 984–1461; email GHW@collins.com; or
at https://www.collinsaerospace.com/.
(4) 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.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
email: fr.inspection@nara.gov, or go to:
https://www.archives.gov/federal-register/cfr/
ibr-locations.html.
Appendix 1 to AD 2022–05–10
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:
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Federal Register / Vol. 87, No. 51 / Wednesday, March 16, 2022 / Rules and Regulations
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:
Germany; telephone +49 221 8999 000;
email ADs@easa.europa.eu; internet
www.easa.europa.eu. You may find the
EASA material on the EASA website at
https://ad.easa.europa.eu. You may
view this material 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. It is also available in the AD
docket at https://www.regulations.gov
by searching for and locating Docket No.
FAA–2021–1180.
Issued on February 23, 2022.
Derek Morgan,
Acting Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
Examining the AD Docket
[FR Doc. 2022–05487 Filed 3–15–22; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2021–1180; Project
Identifier MCAI–2021–00794–R; Amendment
39–21967; AD 2022–06–01]
RIN 2120–AA64
Airworthiness Directives; Airbus
Helicopters Deutschland GmbH
Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for all
Airbus Helicopters Deutschland GmbH
Model MBB–BK 117 D–3 helicopters.
This AD was prompted by reports of a
main rotor (M/R) blade lead-lag damper
in a tilted position. This AD requires
inspecting the Flex Control Unit (FCU),
and corrective actions if necessary, as
well as rework and re-identification of
the bearing pin, as specified in a
European Union Aviation Safety Agency
(EASA) AD, which is incorporated by
reference. The FAA is issuing this AD
to address the unsafe condition on these
products.
DATES: This AD is effective April 20,
2022.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of April 20, 2022.
ADDRESSES: For EASA material
incorporated by reference (IBR) in this
final rule, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne,
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SUMMARY:
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You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2021–1180; 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
final rule, the EASA AD, any comments
received, and other information. The
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:
Andrea Jimenez, Aerospace Engineer,
COS Program Management Section,
Operational Safety Branch, Compliance
& Airworthiness Division, FAA, 1600
Stewart Ave., Suite 410, Westbury, NY
11590; telephone (516) 228–7330; email
andrea.jimenez@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
EASA, which is the Technical Agent
for the Member States of the European
Union, has issued EASA AD 2021–0160,
dated July 5, 2021 (EASA AD 2021–
0160), to correct an unsafe condition for
Airbus Helicopters Deutschland GmbH
(AHD), formerly Eurocopter
Deutschland GmbH, Model MBB–BK117
D–3 helicopters, all serial numbers,
including Model MBB–BK117 D–2
helicopters that have been converted
into Model MBB–BK117 D–3
helicopters through Airbus Helicopters
Service Bulletin MBB–BK117 D–2–00–
003.
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to Airbus Helicopters
Deutschland GmbH Model MBB–BK 117
D–3 helicopters. The NPRM published
in the Federal Register on January 14,
2022 (87 FR 2368). The NPRM was
prompted by reports of an M/R blade
lead-lag damper in a tilted position.
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EASA advises that subsequent
investigation results determined that the
tolerances stack-up may lead to an
insufficient clamping on the bearing
pin. The NPRM proposed to require
inspecting the FCU, and corrective
actions if necessary, as well as rework
and re-identification of the bearing pin.
The FAA is issuing this AD to address
this unsafe condition, which if not
detected and corrected, could result in
an unbalance of the M/R system,
excessive vibration, and reduced control
of the helicopter. See EASA AD 2021–
0160 for additional background
information.
Discussion of Final Airworthiness
Directive
Comments
The FAA received no comments on
the NPRM or on the determination of
the costs.
Conclusion
These helicopters have been approved
by EASA 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 reviewed
the relevant data and determined that
air safety requires adopting this AD as
proposed. Accordingly, the FAA is
issuing this AD to address the unsafe
condition on these helicopters. This AD
is adopted as proposed in the NPRM.
Related Service Information Under 1
CFR Part 51
EASA AD 2021–0160 requires a onetime inspection of the affected FCU and
depending on findings, accomplishment
of applicable corrective actions. EASA
AD 2021–0160 also requires after the
initial FCU inspection, re-working and
re-identifying each affected part by
marking the part with a letter ‘‘M.’’
EASA AD 2021–0160 also prohibits
installing an affected FCU or affected
part on any helicopter.
This material 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.
Other Related Service Information
The FAA reviewed Airbus Helicopters
Alert Service Bulletin ASB MBB–BK117
D–3–62A–002, dated June 29, 2021,
which specifies procedures for a onetime inspection of the FCU and re-work
of the bearing pin installed on the
support assembly.
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[Federal Register Volume 87, Number 51 (Wednesday, March 16, 2022)]
[Rules and Regulations]
[Pages 14772-14778]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-05487]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-1120; Project Identifier 2019-SW-056-AD; Amendment
39-21962; AD 2022-05-10]
RIN 2120-AA64
Airworthiness Directives; Goodrich Externally-Mounted Hoist
Assemblies
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
various model helicopters with certain part-numbered Goodrich
externally-mounted hoist assemblies (hoists) installed. This AD was
prompted by hoists failing lower load limit inspections. This AD
requires 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 manufacturer. This AD also requires establishing
operating limitations on the hoist and prohibits installing an
unmodified hoist. The FAA is issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective April 20, 2022.
The Director of the Federal Register approved the incorporation by
reference of a certain document listed in this AD as of April 20, 2022.
ADDRESSES: For Goodrich service information identified in this final
rule, contact Collins Aerospace; 2727 E Imperial Hwy., Brea, CA 92821;
telephone (714) 984-1461; email [email protected]; or at https://www.collinsaerospace.com/. You may view 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
information on the availability of this material at the FAA, call (817)
222-5110. It is also available at https://www.regulations.gov by
searching for and locating Docket No. FAA-2020-1120.
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 this final rule, the
European Union Aviation Safety Agency (EASA) AD, 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: Kristi Bradley, Program Manager, COS
Program Management Section, Operational Safety Branch, Compliance &
Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX
76177; telephone (817) 222-5110; email [email protected].
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) 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 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 clutch, and
reporting information to the manufacturer. The NPRM was prompted by a
series of EASA ADs, the most recent at that time 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 advised 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 stated 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 required a records review to
determine if the cable had 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 could not 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 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 prohibited the
installation of a replacement cable that has exceeded the allowable
limit in previous load testing. EASA considered AD 2015-0226R5 to be
interim action and advised further AD action may follow.
The FAA issued a supplemental notice of proposed rulemaking (SNPRM)
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 SNPRM published in the Federal Register
on September 30, 2021 (86 FR 54129). The SNPRM proposed to revise the
NPRM by adding a figure and revising certain requirements, including
changes to the temperatures in the
[[Page 14773]]
maximum hoist load limitations and adding the cost of a (field) load
check tool. The SNPRM was prompted by changes from the public comments,
which expanded the scope of the NPRM.
Although the NPRM and SNPRM discussed the unsafe condition as
described by EASA in EASA AD 2015-0226R5, the FAA based most of the
proposed requirements in both the NPRM and the SNPRM on service
information issued by Goodrich for all helicopter models with an
affected hoist. For the replacement intervals proposed in paragraph
(g)(1) of the NPRM and SNPRM, the FAA based those actions on portions
of the EASA AD that are not model specific.
Actions Since the SNPRM Was Issued
Since the FAA issued the SNPRM, EASA has revised EASA AD 2015-
0226R5 and issued EASA AD 2015-0226R6, Revision 6, dated December 8,
2021, and corrected December 20, 2021 (EASA AD 2015-0226R6). EASA AD
2015-0226R6 adds a new helicopter model-specific replacement/overhaul
interval for affected hoists with a new overload clutch. After
reviewing the changes in EASA AD 2015-0226R6, the FAA has determined
that no changes to this AD are necessary.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from Bell Textron Canada Limited (Bell
Canada), Collins Aerospace, and Transport Canada. The following
presents the comments received on the SNPRM and the FAA's response to
each comment.
Request Regarding the Costs of Compliance
Collins Aerospace commented that two new potential costs could
impact operators: Groundings from an inability to update the fleet and
contract penalties for operational contracts requiring the use of a
600-lb rated hoist.
The cost analysis in AD rulemaking actions includes only the costs
associated with complying with the AD, which does not include indirect
costs such as down-time and loss of revenue.
Request To Change the AD for Bell Canada Model 429 and 430 Helicopters
Bell Canada and Transport Canada stated that, because Canada is the
state of design for Model 429 and 430 helicopters, the FAA should
review Transport Canada AD CF-2017-23, dated July 7, 2017 (Transport
Canada AD CF-2017-23), and revise the FAA's proposed AD accordingly.
The commenters stated that they discussed the corrective actions in
Transport Canada AD CF-2017-23 and tailored its limitations and
operating parameters specifically for Bell Canada Model 429 and 430
helicopters. Bell Canada stated that because the related EASA AD was
issued unilaterally, the mitigations in Transport Canada AD CF-2017-23
are better suited for Model 429 and 430 helicopters than those in the
EASA AD.
The FAA reviewed Transport Canada AD CF-2017-23, which is
applicable to, and has some different requirements for, certain Bell
Canada Model 429 and 430 helicopters. This FAA AD applies to affected
Goodrich hoists, regardless of the model helicopter they are installed
on, to address the risk to the fleet independent of the helicopter
installation. Accordingly, the FAA based its AD on Goodrich's service
information and not on any model-specific requirements. Operators may
request approval of model-specific corrective actions as an alternative
method of compliance (AMOC) under the provisions of paragraph (h) of
this AD.
Request Regarding Compliance Time for Hoist Replacement
Collins Aerospace requested the FAA extend the compliance time for
replacing an affected hoist with a hoist that has an improved overload
clutch assembly from 12 months to 24 months. In support, Collins
Aerospace stated 24 months is an acceptable time based on improved data
from the initial load checks and subsequent checks with a load check
tool. Additionally, Collins Aerospace stated it does not have the
capacity to provide improved overload clutch assemblies for the entire
fleet within 12 months.
The FAA agrees because no additional reports of low pulling hoists
have been received since issuance of the SNPRM. The FAA has revised
this final rule accordingly.
Request To Prohibit Maneuvering
In the SNPRM, the FAA proposed to require a placard and RFM
limitation that warned the pilot about excessive maneuvering with a
load on an extended cable and limited the maximum sustained bank angle
to 20 degrees. Bell Canada stated that limits on bank angle (and
pendulum angle) are difficult to monitor by aircrew and will increase
crew workload, and therefore prohibiting maneuvering with load on
extended cable is necessary to manage the risk of clutch slippage. The
FAA infers that Bell Canada is requesting the FAA prohibit maneuvering
with load on an extended cable for Model 429 and 430 helicopters.
The FAA disagrees with changing the flight limitation from a bank
angle limit to a maneuvering prohibition. The FAA determined that
limiting the bank angle in conjunction with a reduced maximum load
mitigates the unsafe condition. The attitude indicator, which is used
by the pilot to monitor the bank angle while maneuvering an external
load, is in the pilot's normal field of view and is regularly
monitored; therefore, any additional workload is minimal. The FAA does
agree that requiring the aircrew to monitor the lateral pendulum angle
of the hoist cable with respect to the helicopter's vertical axis would
not be an acceptable limitation because it would not be measurable or
enforceable.
Requests Regarding the Maximum Hoist Load Limitations
In the SNPRM, the FAA proposed to require a placard and revision to
the RFM to reduce the weight limitations for the hoist load based on
the outside air temperature. Bell Canada stated that the FAA's proposed
limitations include a de-rating factor of 50 lbs, which is not
warranted for Bell Canada Model 429 and 430 helicopters. In support,
Bell Canada stated that the de-rating factor was established to
accommodate certain maneuvering, which has been prohibited for the Bell
Canada products.
The FAA determined the de-rating factor is necessary because it
directly correlates to the bank angle limitation required by this AD.
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 serial number (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.
As the FAA explained in the SNPRM, 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
[[Page 14774]]
commenter, the FAA determined it does not demonstrate with an
acceptable level of confidence that less restrictive temperature
limitations are appropriate for modified hoists.
Requests Regarding the Partial Peel Out Requirement
In the SNPRM, the FAA proposed to prohibit use of the hoist if a
partial peel out occurs, through both a placard limitation and a
requirement to deactivate or remove the hoist. Bell Canada requested
the FAA remove the proposed placard requirement because it only
requires that the pilot cease using the hoist before the next flight
and does not provide crew instructions to be executed during the hoist
operation.
The placard provides requirements for the crew following any
partial peel out. The FAA determined that the most effective way to
provide this information to the aircrew is through a placard.
In the SNPRM, the FAA proposed to define partial peel out as
occurring when 20 inches or more of the hoist cable reels off of the
cable drum in one clutch slip incident. Bell Canada requested the FAA
change this definition to ``approximately'' 20 inches. Bell Canada
stated that a finite 20 inches will be difficult to measure;
``approximately 20 inches'' would be consistent with the Goodrich
service information.
A measurement of ``approximately 20 inches'' would be vague in that
it may be interpreted in more than one way. The operator is capable of
measuring 20 or more inches of the hoist cable by, for example, using
slippage markings on the cable.
Conclusion
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 reviewed the
relevant data, considered the comments received, and determined that
air safety requires adopting this AD as proposed. Accordingly, the FAA
is issuing this AD to address the unsafe condition on these products.
Except for the changes described previously, this AD is adopted as
proposed in the SNPRM. None of the changes will increase the economic
burden on any operator.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Goodrich Alert Service Bulletin No. ASB 44301-10-
18, Revision 6, dated October 10, 2016, 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.
Differences Between This AD and the EASA AD
EASA AD 2015-0226R5 requires repetitively replacing the hoist with
a modified hoist, whereas this AD requires 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 AD does not. EASA AD 2015-0226R5 requires adding an operating
limitation to the RFM limiting the number of persons who can be
hoisted, whereas this AD does not. This AD requires 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 AD requires 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 AD requires 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 AD does not.
Interim Action
The FAA considers this AD an interim action. The inspection reports
required by this 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 affects 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 AD.
Replacing a clutch takes about 8 work-hours and parts cost about
$24,000 for an estimated cost of $24,680 per hoist. Alternatively,
replacing a hoist takes about 8 work-hours and parts cost about
$200,000 for an estimated cost of $200,680 per hoist.
Revising the existing RFM for your helicopter and installing
placards takes 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 takes about 2 work-hours for an estimated cost of $170.
Reviewing records takes 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 takes about 2 work-hours for an estimated cost of
$170 per helicopter and $494,870 for the U.S. fleet per inspection
cycle. A load check tool costs about $11,171. Reporting the hoist slip
load test information takes 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 takes about 3 work-hours and parts 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 a 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
[[Page 14775]]
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
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
AD 2022-05-10 Goodrich Externally-Mounted Hoist Assemblies:
Amendment 39-21962; Docket No. FAA-2020-1120; Project Identifier
2019-SW-056-AD.
(a) Effective Date
This airworthiness directive (AD) is effective April 20, 2022.
(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 24 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 24 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 24 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.
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(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.
(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,
Program Manager, COS Program Management Section, Operational Safety
Branch, Compliance & Airworthiness Division, FAA, 10101 Hillwood
Pkwy., Fort Worth, TX 76177; telephone (817) 222-5110; email
[email protected].
(2) 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 at https://www.regulations.gov in
Docket No. FAA-2020-1120.
(j) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Goodrich Alert Service Bulletin No. 44301-10-18, Revision 6,
dated October 10, 2016.
(ii) [Reserved]
(3) For service information identified in this AD, contact
Collins Aerospace; 2727 E Imperial Hwy., Brea, CA 92821; telephone
(714) 984-1461; email [email protected]; or at https://www.collinsaerospace.com/.
(4) 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.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, email: [email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Appendix 1 to AD 2022-05-10
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:
[[Page 14778]]
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 February 23, 2022.
Derek Morgan,
Acting Director, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2022-05487 Filed 3-15-22; 8:45 am]
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