[Federal Register Volume 60, Number 197 (Thursday, October 12, 1995)]
[Proposed Rules]
[Pages 53148-53150]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-25225]



 ========================================================================
 Proposed Rules
                                                 Federal Register
 ________________________________________________________________________
 
 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
 ========================================================================
 

  Federal Register / Vol. 60, No. 197 / Thursday, October 12, 1995 / 
Proposed Rules  

[[Page 53148]]


DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-SW-29-AD]


Airworthiness Directives; Robinson Helicopter Company Model R22 
Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: This document proposes the supersedure of an existing 
airworthiness directive (AD), applicable to Robinson Helicopter Company 
(Robinson) Model R22 helicopters, that currently requires revisions to 
the Limitations section, the Normal Procedures section, and the 
Emergency Procedures section of the R22 Rotorcraft Flight Manual, 
revised February 4, 1993. These revisions limit operations in high 
winds and turbulence; provide information about main rotor (M/R) stall 
and mast bumping; and, provide recommendations for avoiding these 
situations. Additionally, emergency procedures are provided for use 
should certain conditions be encountered. This action would require 
similar revisions to the Limitations, Normal Procedures and Emergency 
Procedures sections required by the existing AD, and would require a 
revision to the Limitations section to prohibit pilots without a 
certain level of experience and training from operating in the flight 
conditions specified by the AD. This proposal is prompted by 
indications that pilots who possess a certain level of experience and 
training are more able to recognize and react to the adverse 
meteorological conditions specified in the AD. The actions specified by 
the proposed AD are intended to prevent M/R stall or mast bumping, 
which could result in the M/R blades contacting the fuselage causing 
failure of the M/R system and subsequent loss of control of the 
helicopter.

DATES: Comments must be received by October 27, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Office of the Assistant Chief Counsel, Attention: 
Rules Docket No. 95-SW-29-AD, 2601 Meacham Blvd., Room 663, Fort Worth, 
Texas 76137. Comments may be inspected at this location between 9:00 
a.m. and 3:00 p.m., Monday through Friday, except Federal holidays.
    The Special Federal Aviation Regulation (SFAR) referenced in the 
proposed rule may be obtained from the FAA, Rotorcraft Standards Staff, 
2601 Meacham Blvd., Fort Worth, Texas, 76137. This information may be 
examined at the FAA, Office of the Assistant Chief Counsel, 2601 
Meacham Blvd., Room 663, Fort Worth, Texas.

FOR FURTHER INFORMATION CONTACT:
Mr. Scott Horn, Aerospace Engineer, FAA, Rotorcraft Directorate, 
Rotorcraft Standards Staff, Southwest Region, 2601 Meacham Blvd., Fort 
Worth, Texas 76137, telephone (817) 222-5125, fax (817) 222-5961.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed rule by submitting such written data, views, or arguments as 
they may desire. Communications should identify the Rules Docket number 
and be submitted in triplicate to the address specified above. All 
communications received on or before the closing date for comments, 
specified above, will be considered before taking action on the 
proposed rule. The proposals contained in this notice may be changed in 
light of the comments received.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed rule. All 
comments submitted will be available, both before and after the closing 
date for comments, in the Rules Docket for examination by interested 
persons. A report summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this notice must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket No. 95-SW-29-AD.'' The postcard will be date stamped and 
returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Office of the Assistant Chief Counsel, ATTENTION: Docket 
No. 95-SW-29-AD, 2601 Meacham Blvd., Room 663, Fort Worth, Texas 76137.

Discussion

    On February 23, 1995, the FAA issued AD 95-04-14, Amendment 39-9166 
(60 FR 11613, March 2, 1995), which superseded Priority Letter AD 95-
02-03, issued January 12, 1995, to require revisions to the Limitations 
section, the Normal Procedures section, and the Emergency Procedures 
section of the R22 Rotorcraft Flight Manual, revised February 4, 1993. 
These revisions limit operations in high winds and turbulence; provide 
information about M/R stalls and mast bumping; and provide 
recommendations for avoiding these situations. Additionally, emergency 
procedures are provided for use should certain conditions be 
encountered. That action was prompted by 26 accidents since 1981 that 
resulted in fatalities and involved the M/R blades contacting the 
helicopter's fuselage. M/R stall and mast bumping may have caused these 
M/R blade contacts with the Fuselage. Limited pilot experience in 
rotorcraft has been identified as common to these accidents. High winds 
and turbulence was also noted in these accidents. Airspeed and low 
rotor RPM could also be influencing factors in these accidents of M/R 
blades contacting the fuselage. Flight in strong or gusty winds or in 
areas of moderate, severe, or extreme turbulence can degrade the 
helicopter handling qualities, thereby creating an unsafe condition for 
those pilots with a level of experience of less than 200 hours of 
helicopter time, of which 50 hours or less is in the Model R22 
helicopter. The requirements of the existing AD are intended to prevent
M/R stall or mast bumping, which could result in the M/R blades 
contacting the fuselage causing failure of the M/R system and 
subsequent loss of control of the helicopter.
    Since the issuance of that AD, the FAA has continued to analyze the 


[[Page 53149]]
accident data and develop new information. The FAA conducted a Flight 
Standardization Board (FSB); issued a SFAR; and, in conjunction with 
the manufacturer, developed an awareness training program. The FSB 
issued a report that specified FAA minimum training, evaluation, and 
currency requirements applicable to persons operating the Robinson 
Model R22 helicopters under Federal Aviation Regulation (FAR) Part 91. 
The FSB determined a need for training designed to enhance the pilot's 
awareness of the unique characteristics associated with operating the 
Model R22 helicopter. SFAR 73, issued February 27, 1995, identifies 
pilots that have 200 flight hours in helicopters, including at least 50 
hours in the Model R22 helicopter, as having the experience necessary 
to recognize, as well as react to, situations that can cause M/R blade 
contact with the helicopter's fuselage. The SFAR also establishes 
criteria for flight instructors and requires that all individuals 
operating the R22 have awareness training and meet Part 61 flight 
review requirements. The awareness training described in the SFAR 
provides information on flight in turbulent conditions and the effects 
of reduced ``G'' operations. All individuals operating the Model R22 
helicopter were required to have had this training prior to April 26, 
1995. The accident data analyzed by the FAA indicates that, where 
turbulent conditions were listed as a causal factor, the pilots thought 
to be at the controls did not meet the SFAR experience requirement of 
200 flight hours in helicopters, with at least 50 hours in the Model 
R22 helicopter. These data, when combined with the SFAR pilot 
experience and awareness training requirements, indicate that relief 
for pilots who meet these requirements is appropriate. Additionally, 
the references to wind shear in the existing AD have been deleted 
because the equipment necessary to recognize wind shear is not 
available and the limitation for turbulence applies to wind shear 
situations.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other Robinson Model R22 helicopters of the same 
type design, the proposed AD would supersede AD 95-04-14 to require 
revisions to the Normal Procedures, Emergency procedures, and 
limitations section of the R22 Rotorcraft Flight Manual. The revision 
to the Limitations section states that the limitations of paragraph a. 
are to be observed when the pilot manipulating the controls have not 
taken the prescribed awareness training specified in SFAR 73 and has 
not logged a total of 200 hours of helicopter flight time, at least 50 
of which must be in the Model R22 helicopter. The paragraph b. 
revisions to the Limitations section are to be observed by all pilots.
    The FAA Estimates that 800 helicopters of U.S. registry would be 
affected by this proposed AD, that it would take approximately one-half 
work hour per helicopter to accomplish the proposed actions, and that 
the average labor rate is $60 per work hour. Based on these figures, 
the total cost impact of the proposed AD on U.S. operators is estimated 
to be $24,000.
    The regulations proposed herein would not have substantial direct 
effects 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. Therefore, in 
accordance with Executive Order 12612, it is determined that this 
proposal would not have sufficient federalism implications to warrant 
the preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that this proposed 
regulation (1) is not a ``significant regulatory action'' under 
Executive Order 12866; (2) is not a ``significant rule'' under the DOT 
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); 
and (3) if promulgated, 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. A copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contracting the Rules 
Docket. A copy of it may be obtained by contacting the rules Docket at 
the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
part 39 of the Federal Aviation Regulations (14 CFR part 39) as 
follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing Amendment 39-9166, and by 
adding a new airworthiness directive (AD), to read as follows:

Robinson Helicopter Company: Docket No. 95-SW-29-AD. Supersedes AD 
95-04-14, Amendment 39-9166.

    Applicability: Model R22 helicopters, certificated in any 
category.

    Note 1: This AD applies to each helicopter identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For helicopters that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must use the authority 
provided in paragraph (b) to request approval from the FAA. This 
approval may address either no action, if the current configuration 
eliminates the unsafe condition, or different actions necessary to 
address the unsafe condition described in this AD. Such a request 
should include an assessment of the effect of the changed 
configuration on the unsafe condition addressed by this AD. In no 
case does the presence of any modification, alteration, or repair 
remove any helicopter from the applicability of this AD.

    Compliance: Required before further flight, unless accomplished 
previously.

    Note 2: Regardless of the experience level of the pilot 
manipulating the controls or the amount or quality of the awareness 
training received by the pilot manipulating the controls, these 
changes to the flight manual are in no way intended to authorize 
flight in any condition(s) or under any circumstances(s) that are 
otherwise contrary to other Federal Aviation Regulations.

    To prevent main rotor (M/R) stall or mast bumping, which could 
result in the M/R blades contacting the fuselage causing failure of 
the M/R system, and subsequent loss of control of the helicopter, 
accomplish the following:
    (a) Insert the following information into the Model R22 
Rotorcraft Flight Manual. Compliance with the Limitations section is 
mandatory. The Normal Procedures and Emergency Procedures sections 
are informational.

Limitations Section

    The following limitations (1-3) are to be observed unless the 
pilot manipulating the controls has logged 200 or more flight hours 
in helicopters, at least 50 of which must be in the RHC Model R22 
helicopter, and has completed the awareness training specified in 
Special Federal Regulation (SFAR) No. 73, issued February 27, 1995.
    (1) Flight when surface winds exceed 25 knots, including gusts, 
is prohibited.
    (2) Flight when surface wind gust spreads exceed 15 knots is 
prohibited.
    (3) Continued flight in moderate, severe, or extreme turbulence 
is prohibited.
    Adjust forward airspeed to between 60 knots indicated airspeed 
(KIAS) and 0.7 Vne, but no lower than 57 KIAS, upon 
inadvertently encountering moderate, severe, or extreme turbulence.


[[Page 53150]]

    Note: Moderate turbulence is turbulence that causes: (1) changes 
in altitude or attitude; (2) variations in indicated airspeed; and 
(3) aircraft occupants to feel definite strains against seat belts.

Normal Procedures Section

Note

    Until the FAA completes its research into the conditions and 
aircraft characteristics that lead to main rotor blade/fuselage 
contact accidents, and corrective type design changes and operating 
limitations are identified, Model R22 pilots are strongly urged to 
become familiar with the following and comply with these recommended 
procedures.
    Main Rotor Stall: Many factors may contribute to main rotor 
stall and pilots should be familiar with them. Any flight condition 
that creates excessive angle of attack on the main rotor blades can 
produce a stall. Low main rotor RPM, aggressive maneuvering high 
collective angle (often the result of high-density altitude, over-
pitching [exceeding power available] during climb, or high forward 
airspeed) and slow response to the low main rotor RPM warning horn 
and light may result in main rotor stall. The effect of these 
conditions can be amplified in turbulence. Main rotor stall can 
ultimately result in contact between the main rotor and airframe. 
Additional information on main rotor stall is provided in the 
Robinson Helicopter Company Safety Notices SN-10, SN-15, SN-20, SN-
24, SN-27, and SN-29.
    Mast Bumping: Mast bumping may occur with a teetering rotor 
system when excessive main rotor flapping results from low ``G'' 
(load factor below 1.0) or abrupt control input. A low ``G'' flight 
condition can result from an abrupt cyclic pushover in forward 
flight. High forward airspeed, turbulence, and excessive sideslip 
can accentuate the adverse effects of these control movements. The 
excessive flapping results in the main rotor hub assembly striking 
the main rotor mast with subsequent main rotor system separation 
from the helicopter.
    To avoid these conditions, pilots are strongly urged to follow 
these recommendations:
    (1) Maintain cruise airspeeds between 60 KIAS and 0.9 Vne, 
but no lower than 57 KIAS.
    (2) Use maximum ``power-on'' RPM at all times during powered 
flight.
    (3) Avoid sideslip during flight. Maintain in-trim flight at all 
times.
    (4) Avoid large, rapid forward cyclic inputs in forward flight, 
and abrupt control inputs in turbulence.

Emergency Procedures Section

(1) Right Roll in Low ``G'' Condition

    Gradually apply aft cyclic to restore positive ``G'' forces and 
main rotor thrust. Do not apply lateral cyclic until positive ``G'' 
forces have been established.

(2) Uncommanded Pitch, Roll, or Yaw Resulting From Flight in Turbulence

    Gradually apply controls to maintain rotor RPM, positive ``G'' 
forces, and to eliminate sideslip. Minimize cyclic control inputs in 
turbulence; do not overcontrol.

(3) Inadvertent Encounter With Moderate, Severe, or Extreme Turbulence

    If the area of turbulence is isolated, depart the area; 
otherwise, land the helicopter as soon as practical.
    (b) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used when approved by the Manager, Rotorcraft Standards Staff, 
Rotorcraft Directorate, FAA. Operators shall submit their requests 
through an FAA Principal Maintenance Inspector, who may concur or 
comment and then send it to the Manager, Rotorcraft Standards Staff.

    Note 3: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Rotorcraft Standards Staff.

    (c) Special flight permits, pursuant to sections 21.197 and 21. 
199 of the Federal Aviation Regulations (14 CFR 21.197 and 21. 199), 
will not be issued.

    Issued in Fort Worth, Texas, on September 29, 1995.
Daniel P. Salvano,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 95-25225 Filed 10-11-95; 8:45 am]
BILLING CODE 4910-13-M