[Federal Register Volume 65, Number 76 (Wednesday, April 19, 2000)]
[Proposed Rules]
[Pages 20927-20931]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-9819]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-SW-80-AD]


Airworthiness Directives; Bell Helicopter Textron Canada Model 
206L, L-1, L-3, and L-4 Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the supersedure of an existing 
airworthiness directive (AD), applicable to Bell Helicopter Textron 
Canada (BHTC) Model 206L, L-1, L-3, and L-4 helicopters. That AD 
currently requires removing the horizontal stabilizer supports and 
inspecting the edges of the tailboom skins around the horizontal 
stabilizer openings for a crack. This action would require inspecting 
the tailboom skins for a crack, replacing a cracked tailboom with a 
modified tailboom before further flight, and implementing a recurring 
inspection of the modified tailboom. This proposal is prompted by 
several additional reports of cracks found during mandatory 
inspections. The actions specified by the proposed AD are intended to 
detect a crack in the tailboom and to prevent separation of the 
tailboom from the helicopter and subsequent loss of control of the 
helicopter.

DATES: Comments must be received on or before June 19, 2000.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Office of the Regional Counsel, Southwest Region, 
Attention: Rules Docket No. 99-SW-80-AD, 2601 Meacham Blvd., Room 663, 
Fort Worth, Texas 76137. Comments may be inspected at this location 
between 9 a.m. and 3 p.m., Monday through Friday, except Federal 
holidays.
    The service information referenced in the proposed rule may be 
obtained from Bell Helicopter Textron Canada, 12,800 Rue de l'Avenir, 
Mirabel, Quebec JON1LO, telephone (800) 463-3036, fax (514) 433-0272. 
This information may be examined at the FAA, Office of the Regional 
Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, 
Texas.

FOR FURTHER INFORMATION CONTACT: Sharon Miles, Aviation Safety 
Engineer, FAA, Rotorcraft Directorate, Regulations Group, Fort Worth, 
Texas 76193-0111 telephone (817) 222-5122, 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

[[Page 20928]]

submitted in response to this notice must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket No. 99-SW-80-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 Regional Counsel, Southwest Region, 
Attention: Rules Docket No. 99-SW-80-AD, 2601 Meacham Blvd., Room 663, 
Fort Worth, Texas 76137.

Discussion

    On June 16, 1999, the FAA issued AD 99-13-12, Amendment 39-11207 
(64 FR 33747, June 24, 1999), to require at specified time intervals 
visually inspecting and preflight checking for cracks around the 
horizontal stabilizer opening. The AD also requires within 50 hours 
time-in-service (TIS) removing the horizontal stabilizer supports and 
visually inspecting the edges of the tailboom skins around the 
horizontal stabilizer openings for a crack using a fluorescent-
penetrant inspection. That action was prompted by crack growth analysis 
that indicated the need to detect cracks before they propagate from 
underneath the horizontal stabilizer supports. The requirements of that 
AD are intended to detect a crack in the tailboom skin, prevent 
separation of the tailboom from the helicopter, and subsequent loss of 
control of the helicopter.
    Since the issuance of that AD, several additional cracks in 
tailbooms were found during mandatory inspections.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other BHTC Model 206L, L-1, L-3, and L-4 
helicopters of the same type design, the proposed AD would supersede AD 
99-13-12 to require the following:
     Inspecting the tailboom skins for a crack;
     Replacing any cracked tailboom with an airworthy modified 
tailboom;
     Modifying the tailboom within the next 300 hours time-in-
service (TIS) by adding a doubler on the left side of the tailboom in 
the area of the left horizontal stabilizer, and
     Inspecting the modified tailboom for a crack at intervals 
not to exceed 1200 hours TIS.
    This proposal is prompted by several additional reports of cracks 
found during mandatory inspections. The actions specified by the 
proposed AD are intended to detect a crack in the tailboom and to 
prevent separation of the tailboom from the helicopter and subsequent 
loss of control of the helicopter.
    Transport Canada, which is the airworthiness authority for Canada, 
has notified the FAA that an unsafe condition may exist on BHTC Model 
206L, L-1, L-3, and L-4 helicopters. Transport Canada advises that 
cracks were found on the tailboom skins in the area of the horizontal 
stabilizer.
    BHTC has issued Alert Service Bulletin 206L-99-115, Revision D, 
dated January 26, 2000 (ASB), which specifies modifying the tailboom by 
adding a doubler on the left side of the tailboom in the area of the 
left horizontal stabilizer and inspecting the modified tailboom for a 
crack at intervals not to exceed 1200 hours of operation. Transport 
Canada classified Revision A of this ASB as mandatory and issued AD CF-
98-42R2, dated July 22, 1999. Transport Canada has subsequently issued 
AD CF-1998-42R3, dated February 17, 2000, which extended the compliance 
date.
    These helicopter models are manufactured in Canada and are type 
certificated for operation in the United States under the provisions of 
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and 
the applicable bilateral airworthiness agreement. Pursuant to this 
bilateral airworthiness agreement, Transport Canada has kept the FAA 
informed of the situation described above. The FAA has examined the 
findings of Transport Canada, reviewed all available information, and 
determined that AD action is necessary for products of these type 
designs that are certificated for operation in the United States.
    The FAA estimates that 1546 helicopters of U.S. registry would be 
affected by this proposed AD, that it would take approximately 52 work 
hours to inspect and replace the tailbooms, if necessary, and that the 
average labor rate is $60 per work hour. Required parts would cost 
approximately $22,954 per helicopter. Based on these figures, the total 
cost impact of the proposed AD on U.S. operators is estimated to be 
$40,310,404 if all tailbooms must be replaced.
    The regulations proposed herein would not have a substantial direct 
effect on the States, on the relationship between the national 
Government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, it 
is determined that this proposal would not have federalism implications 
under Executive Order 13132.
    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 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:

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


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing Amendment 39-11207 (64 FR 
33747, June 24, 1999), and by adding a new airworthiness directive 
(AD), to read as follows:

Bell Helicopter Textron Canada: Docket No. 99-SW-80-AD. Supersedes 
AD 99-13-12, Amendment 39-11207, Docket No. 99-SW-23-AD.

    Applicability: Model 206L, serial numbers (S/N) 45004 through 
45049, 45051 through 45153, and 46601 through 46617; Model 206L-1, 
S/N 45154 through 45790; Model 206L-3, S/N 51001 through 51612; and 
Model 206L-4, S/N 52001 through 52163, 52165 through 52212, and 
52214 through 52216, with tailboom, part number (P/N) 206-033-004-
all dash numbers, installed, certificated in any category.

    Note 1: This AD applies to each helicopter identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise 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 request approval for an 
alternative method of compliance in accordance with paragraph (g) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and if the unsafe condition has not

[[Page 20929]]

been eliminated, the request should include specific proposed 
actions to address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To detect a crack in the tailboom skin and to prevent separation 
of the tailboom from the helicopter and subsequent loss of control 
of the helicopter, accomplish the following:
    (a) Before further flight and thereafter at intervals not to 
exceed 10 hours time-in-service (TIS) until accomplishing the one-
time fluorescent-penetrant inspection (FPI) required by paragraph 
(c)(2) of this AD, visually inspect for any crack in the shaded 
areas shown in Figure 1. Use a 10-power or higher magnifying glass. 
If a crack is found, replace the tailboom with an airworthy tailboom 
modified according to the requirements of paragraph (e) of this AD 
before further flight.
    (b) At intervals not to exceed 5 hours TIS, visually check for 
any crack in the tailboom as depicted by the shaded areas shown in 
Figure 1. If any crack is found, replace the tailboom with an 
airworthy tailboom modified according to the requirements of 
paragraph (e) of this AD before further flight. The visual check may 
be performed by an owner/operator (pilot) holding at least a private 
pilot certificate and must be entered into the aircraft records 
showing compliance with paragraph (b) of this AD in accordance with 
sections 43.11 and 91.417 (a)(2)(v) of the Federal Aviation 
Regulations (14 CFR sections 43.11 and 91.417 (a)(2)(v)).
    (c) Within 50 hours TIS:
    (1) Remove all 4 horizontal stabilizer supports, P/N 206-023-
100-all dash numbers, from the tailboom and the horizontal 
stabilizer.
    (2) Perform a one-time FPI of the edges of the tailboom skins 
for any crack around the left and right horizontal stabilizer 
openings (Figure 1). Remove paint and primer to inspect the edges 
and exterior skin surface in the skin area at least \3/4\ inch 
around the edges of the horizontal stabilizer openings.
    (3) If a crack is found, replace the tailboom with an airworthy 
tailboom modified according to the requirements of paragraph (e) of 
this AD before further flight.

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    (d) At intervals not to exceed 100 hours TIS after completion of 
the FPI, accomplish the following:
    (1) Remove all 4 horizontal stabilizer supports, P/N 206-023-
100-all dash numbers, from the tailboom and the horizontal 
stabilizer.
    (2) Visually inspect the entire edge of the horizontal 
stabilizer opening on both sides of the tailboom for any crack using 
a 10-power or higher magnifying glass.
    (3) If a crack is found, replace the tailboom with an airworthy 
tailboom modified according to the requirements of paragraph (e) of 
this AD before further flight.
    (e) Within the next 300 hours TIS, inspect and modify the 
tailboom in accordance with Parts I, II, and III of Bell Helicopter 
Textron Canada (BHTC) Alert Service Bulletin 206L-99-115, Revision 
D, dated January 26, 2000 (ASB). If a crack is found while 
accomplishing Part I of the ASB, replace the tailboom with an 
airworthy tailboom modified as required by this paragraph before 
further flight. After accomplishing the modification, inspect the 
modified tailboom at intervals not to exceed 1200 hours TIS in 
accordance with Part IV of the ASB.
    (f) Modifying and inspecting the tailboom in accordance with 
paragraph (e) of this AD is terminating action for the requirements 
of paragraphs (a) through (d) of this AD.
    (g) 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, Regulations Group, 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, Regulations Group.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Regulations Group.

    (h) Special flight permits may be issued for a one-time flight, 
not to exceed 5 hours TIS and a maximum of one landing 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. The visual 
preflight check required by paragraph (b) of this AD must be 
accomplished prior to making a one-time flight.

    Note 3: The subject of this AD is addressed in Transport Canada 
(Canada) AD CF-98-42R3, dated February 17, 2000.



    Issued in Fort Worth, Texas, on April 12, 2000.
Henry A. Armstrong,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 00-9819 Filed 4-18-00; 8:45 am]
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