[Federal Register Volume 64, Number 31 (Wednesday, February 17, 1999)]
[Rules and Regulations]
[Pages 7771-7773]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-3590]



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 Rules and Regulations
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  Federal Register / Vol. 64, No. 31 / Wednesday, February 17, 1999 / 
Rules and Regulations  

[[Page 7771]]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-SW-27-AD; Amendment 39-11037; AD 99-04-13]
RIN 2120-AA64


Airworthiness Directives; Bell Helicopter Textron, Inc. Model 
214ST Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214ST 
helicopters. This action requires a reduction of the never-exceed 
velocity (Vne) limitation until an inspection of the tail rotor yoke 
(yoke) assembly for fatigue damage and installation of a redesigned 
yoke flapping stop are accomplished. Recurring periodic and special 
inspections to detect occurrences of yoke overload are also required. 
This amendment is prompted by reports of inflight failures of yokes 
installed on civilian and military helicopters of similar type design. 
The actions specified in this AD are intended to prevent fatigue 
failure of the yoke that could result in loss of the tail rotor and 
subsequent loss of control of the helicopter.

DATES: Effective March 4, 1999.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of March 4, 1999.
    Comments for inclusion in the Rules Docket must be received on or 
before April 19, 1999.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Office of the Regional Counsel, Southwest Region, 
Attention: Rules Docket No. 98-SW-27-AD, 2601 Meacham Blvd., Room 663, 
Fort Worth, Texas 76137.
    The service information referenced in this AD may be obtained from 
Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101, 
telephone (817) 280-3391, fax (817) 280-6466. This information may be 
examined at the FAA, Office of the Regional Counsel, Southwest Region, 
2601 Meacham Blvd., Room 663, Fort Worth, Texas 76137; or at the Office 
of the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Mr. Harry Edmiston, Aerospace 
Engineer, Rotorcraft Certification Office, Rotorcraft Directorate, FAA, 
2601 Meacham Blvd., Fort Worth, Texas 76137, telephone (817) 222-5158, 
fax (817) 222-5783.

SUPPLEMENTARY INFORMATION: This amendment adopts a new AD that is 
applicable to BHTI Model 214ST helicopters. This action requires, 
before further flight, reviewing the historical records for any 
incidents that may have imposed greater than normal bending loads on 
the tail rotor yoke, installing a placard on the instrument panel with 
a reduced airspeed limitation, and inserting the limitation into the 
Limitations section of the Rotorcraft Flight Manual (RFM). This action 
also requires, within 180 days, replacing the yoke assembly with a 
zero-hours TIS airworthy yoke assembly, or one that has passed an x-ray 
diffraction inspection. A frangible tail rotor flapping stop/yield 
indicator, P/N 214-011-809-109, must also be installed. Further, this 
AD requires a repetitive 25 hours time-in-service (TIS) inspection to 
detect tail rotor flapping stop damage due to a hard landing, sudden 
stoppage, or miscellaneous power on/off incidents, and an inspection 
after each incident in which damage due to a hard landing, sudden 
stoppage, or miscellaneous power on/off incidents may have occurred. 
This amendment is prompted by reports of inflight failures of yokes 
installed on civilian and military helicopters of similar type design. 
The actions specified in this AD are intended to prevent fatigue 
failure of the yoke that could result in loss of the tail rotor and 
subsequent loss of control of the helicopter.
    The FAA has reviewed Bell Helicopter Textron, Inc. Alert Service 
Bulletin No. 214ST-96-75, dated August 26, 1996, which specifies an 
immediate, temporary reduction in the maximum airspeed, installing a 
cockpit placard for this limitation, and incorporating a temporary RFM 
supplement until the yoke historical records are researched for 
previous damage history; until an x-ray diffraction inspection is 
performed on the yoke to detect fatigue damage; and until a frangible 
tail rotor flapping stop/yield indicator, P/N 214-011-809-109, is 
installed. A repetitive 25 hour TIS inspection to detect damaging tail 
rotor flapping stop contact due to a hard landing, sudden stoppage, or 
miscellaneous power on/off incidents has been added.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other BHTI Model 214ST helicopters of the same type 
design, this AD is being issued to prevent fatigue failure of the yoke 
due to external bending forces, which could result in failure of the 
yoke, loss of control of the tail rotor, and subsequent loss of control 
of the helicopter. The actions are required to be accomplished in 
accordance with the service bulletin described previously. The short 
compliance time involved is required because the previously described 
critical unsafe condition can adversely affect the controllability of 
the helicopter. Therefore, the actions stated in the AD are required 
prior to further flight, and this AD must be issued immediately.
    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.
    The FAA estimates that 14 helicopters will be affected by this 
proposed AD, that it will take approximately 9 work hours to accomplish 
the inspections and installations, and that the average labor rate is 
$60 per work hour. Required parts will cost approximately $21,844 for 
the yoke, and $936 for the flapping stop, per helicopter. Based on 
these figures, the total cost impact of the AD on U.S. operators is 
estimated to be $326,480 to replace the yoke and flapping stop in the 
entire fleet.

[[Page 7772]]

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this 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 under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the 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 that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket No. 98-SW-27-AD.'' The postcard will be date stamped and 
returned to the commenter.
    The regulations adopted herein will 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 final 
rule does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, may be obtained from the Rules Docket at the 
location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends 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:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding a new airworthiness directive 
to read as follows:

AD 99-04-13  Bell Helicopter Textron, Inc.: Amendment 39-11037. 
Docket No. 98-SW-27-AD.

    Applicability: Model 214ST helicopters, serial numbers 28101 and 
higher, 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 (e) 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 as indicated, unless accomplished 
previously.
    To prevent fatigue failure of the tail rotor yoke (yoke) that 
could result in loss of the tail rotor and subsequent loss of 
control of the helicopter, accomplish the following:
    (a) Before further flight, review the historical records of the 
yoke assembly, part number (P/N) 214-011-802-105 or 214-011-802-111, 
for any recorded static or dynamic incidents that could have imposed 
a bending load on the yoke, but did not require yoke assembly 
replacement; for example, an incident in which a damaged tail rotor 
blade was replaced due to a blade strike. If such a history exists, 
replace the yoke assembly with an airworthy yoke assembly.
    (b) Before further flight, unless paragraph (c) of this AD has 
been accomplished previously:
    (1) Install a Never Exceed Velocity (Vne) red line at 145 knots 
indicated airspeed (KIAS) on the pilot and copilot airspeed 
indicators using red tape or paint, and a slippage indicator on the 
instrument case and glass.
    (2) Install a placard made of material that is not easily 
erased, disfigured, or obscured on the instrument panel in clear 
view of the pilot and copilot: ``Observe temporary Maximum Never 
Exceed (Vne) airspeed red line (marked at 145 knots indicated 
airspeed (KIAS)). Basic Vne is 15 KIAS less than that determined by 
the Air Data Computer (ADC) but never less than 70 KIAS.''
    (3) Insert the Bell Helicopter Textron 214ST Temporary Revision 
for Airspeed Restriction, dated August 16, 1996, which is attached 
to Bell Helicopter Textron Alert Service Bulletin No. 214ST-96-75, 
dated August 26, 1996 (ASB) into the Limitations section of the 
Model 214ST Rotorcraft Flight Manual (RFM).
    (c) Within 180 calendar days after the effective date of this 
AD:
    (1) Remove yoke assembly, P/N 214-011-802-105 or 214-011-802-
111, and replace it with an airworthy yoke assembly, P/N 214-011-
802-105 or 214-011-802-111, with zero hours time-in-service (TIS), 
or an airworthy yoke (regardless of TIS) that has passed a one-time 
x-ray diffraction inspection in accordance with the ASB.
    (2) Install an airworthy tail rotor flapping stop, P/N 214-011-
809-109.
    (3) After the requirements of paragraphs (c)(1) and (c)(2) of 
this AD are accomplished, remove the 145 KIAS redline from the pilot 
and copilot airspeed indicators, remove the Vne airspeed restriction 
placard, and remove the Bell Helicopter Textron 214ST Temporary 
Revision for Airspeed Restriction, dated August 16, 1996, from the 
RFM.
    (d) After accomplishing paragraph (c) of this AD, inspect the 
yoke assembly and tail rotor flapping stop in accordance with Part 
III, Recurring 25 Hour Inspection and Conditional Inspection 
Requirement, of the ASB:

--at intervals not to exceed 25 hours TIS; and
--before further flight after each incident in which there could 
have been imposed a bending load on the yoke as referenced in 
paragraph (a).

    (e) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Rotorcraft Certification Office, 
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 Certification 
Office.

    Note 2: Information concerning the existence of approved 
alternative methods of

[[Page 7773]]

compliance with this AD, if any, may be obtained from the Rotorcraft 
Certification Office.

    (f) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the helicopter to a location where 
the requirements of this AD can be accomplished.
    (g) The actions shall be done in accordance with Bell Helicopter 
Textron Alert Service Bulletin No. 214ST-96-75, dated August 26, 
1996. This incorporation by reference was approved by the Director 
of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR 
part 51. Copies may be obtained from Bell Helicopter Textron, Inc., 
P.O. Box 482, Fort Worth, Texas 76101, telephone (817) 280-3391, fax 
(817) 280-6466. Copies may be inspected at the FAA, Office of the 
Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, 
Fort Worth, Texas; or at the Office of the Federal Register, 800 
North Capitol Street, NW., suite 700, Washington, DC.
    (h) This amendment becomes effective on March 4, 1999.

    Issued in Fort Worth, Texas, on February 5, 1999.
Eric Bries,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 99-3590 Filed 2-16-99; 8:45 am]
BILLING CODE 4910-13-U