[Federal Register Volume 68, Number 38 (Wednesday, February 26, 2003)]
[Proposed Rules]
[Pages 8862-8864]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-4480]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-SW-31-AD]
RIN 2120-AA64


Airworthiness Directives; Model HH-1K, TH-1F, TH-1L, UH-1A, UH-
1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida 
Aviation Model SW204, SW204HP, SW205, and SW205A-1 Helicopters, 
Manufactured by Bell Helicopter Textron, Inc. (BHTI) for the Armed 
Forces of the United States

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) that applies to specified type-
certificated military surplus helicopters. That AD currently requires 
visual and radiographic inspections of the Boom Station (BS) 194 skin 
joint area and the vertical fin spar caps for cracks or fretting. This 
action would require those same actions, but would update the type 
certificate holder names and add additional model helicopters to the 
applicability. This proposal is prompted by the need to update the 
current type certificate holders and to expand the applicability to 
additional military surplus helicopters, and expand the inspection to 
include corrosion and loose or working rivets. The actions specified by 
the proposed AD are intended to detect a crack in the skin of a 
tailboom assembly, tail rotor gearbox support fitting, or vertical fin 
spar, which could cause failure of the tailboom and loss of control of 
the helicopter.

DATES: Comments must be received on or before April 28, 2003.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Office of the Regional Counsel, Southwest Region, 
Attention: Rules Docket No. 2002-SW-31-AD, 2601 Meacham Blvd., Room 
663, Fort Worth, Texas 76137. You may also send comments electronically 
to the Rules Docket at the following address: [email protected]. 
Comments may be inspected at the Office of the Regional Counsel between 
9 a.m. and 3 p.m., Monday through Friday, except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Michael Kohner, Aviation Safety 
Engineer, FAA, Rotorcraft Directorate, Rotorcraft Certification Office, 
Fort Worth, Texas 76193-0170, telephone (817) 222-5447, fax (817) 222-
5783.

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 will 
be considered before taking action on the proposed rule. The proposals 
contained in this document 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 mailed 
comments submitted in response to this proposal must submit a self-
addressed, stamped postcard on which the following statement is made: 
``Comments to Docket No. 2002-SW-31-AD.'' The postcard will be date 
stamped and returned to the commenter.

Discussion

    On January 20, 1983, the FAA issued AD 83-03-03, Amendment 39-4556 
(48 FR 6097, February 10, 1983), to require visually inspecting the 
tailboom skin and vertical fin front spar cap, radiographically 
inspecting the tailboom skin for cracks, and replacing cracked parts, 
if necessary. That action was prompted by an accident in January 1982 
involving a Model UH-1B helicopter. An investigation revealed tailboom 
skin cracks, and a subsequent metallurgical examination revealed that 
the cracks were caused by structural fatigue. The requirements of that 
AD are intended to detect cracks and to prevent possible failure of the 
tailboom and fin.
    Since issuing that AD, the FAA has determined that there is a need 
to expand the inspection to include corrosion and loose or working 
rivets, update the type certificate holder names, and add additional 
model helicopters to the applicability, specifically, the HH-1K, TH-1F, 
TH-1L, and the Southwest Florida Aviation Model SW204 and SW205 series 
helicopters.
    The unsafe condition identified in this proposal is likely to exist 
or develop on other helicopters of the same type designs. Therefore, 
the proposed AD would supersede AD 83-03-03 to require:
    [sbull] Within 30 hours time-in-service (TIS), and thereafter at 
intervals not to exceed 100 hours TIS, visually inspecting the BS 194 
skin splice for fretting, corrosion, loose or working rivets, or a 
crack and visually inspecting the vertical fin forward spar caps for a 
crack where it intersects with the tail rotor gearbox support fitting.
    [sbull] Before further flight and thereafter at intervals not to 
exceed 500 hours TIS, for a tailboom assembly found to have any 
fretting, corrosion, loose or working rivets, or a crack, or for a 
tailboom assembly with 1,000 or more hours TIS, radiographically 
inspecting the tailboom at the BS 194 splice joint. The radiographic 
inspection must be accomplished by an appropriately-rated person or 
facility authorized to perform this type of inspection. The 
radiographic inspection must be performed in accordance with the 
requirements of ASTM E 1742-00, MIL-STD-453C, or another FAA-accepted 
equivalent. MIL-STD-453C has been cancelled by the issuing agency, 
however, at this time, the FAA continues to accept its usage.
    [sbull] Before further flight, replacing any part in which a crack 
is found, or repairing any corrosion or other damage that exceeds the 
limitations in the maintenance and overhaul manuals.
    The FAA estimates that 75 helicopters of U.S. registry would be 
affected by this proposed AD, and that it would take approximately 4 
work hours per helicopter to accomplish the visual inspections, and 
that the average labor rate is $60 per work hour. It is estimated that 
the cost of the radiographic inspection would be $850 per inspection 
for labor and materials. The total cost impact of this proposed AD is 
estimated to be $171,750 ($2,290 per helicopter each year), assuming 6 
visual inspections and 1 radiographic inspection per year for each 
helicopter and no parts will need to be replaced.
    The regulations proposed herein would not have a substantial direct

[[Page 8863]]

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 39-4556 (48 FR 
6097, February 10, 1983), and by adding a new airworthiness directive 
(AD), to read as follows:

Arrow Falcon Exporters, Inc. (previously Utah State University); 
Firefly Aviation Helicopter Services (previously Erickson Air-Crane 
Co.); Garlick Helicopters, Inc.; Global Helicopter Technology, Inc.; 
Hagglund Helicopters, LLC (previously Western International 
Aviation, Inc.); Hawkins and Powers Aviation, Inc.; International 
Helicopters, Inc.; Robinson Air Crane, Inc.; San Joaquin Helicopters 
(previously Hawkins and Powers Aviation, Inc.); S.M.&T. Aircraft 
(previously U.S. Helicopters, Inc.); Smith Helicopters; Southern 
Helicopter, Inc.; Southwest Florida Aviation; Tamarack Helicopters, 
Inc. (previously Ranger Helicopter Services, Inc.); U.S. Helicopter, 
Inc.; and Williams Helicopter Corporation (previously Scott Paper 
Co.): Docket No. 2002-SW-31-AD. Supersedes AD 83-03-03, Amendment 
39-4556, Docket No. 82-ASW-54.

    Applicability: Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, 
UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation Model 
SW204, SW204HP, SW205, and SW205A-1 helicopters, manufactured by 
Bell Helicopter Textron, Inc. (BHTI) for the Armed Forces of the 
United States, 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 (d) 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 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 skin of a tailboom assembly, tail rotor 
gearbox support fitting, or vertical fin spar, which could cause 
failure of the tailboom and loss of control of the helicopter, 
accomplish the following:
    (a) Within 30 hours time-in-service (TIS), and thereafter at 
intervals not to exceed 100 hours TIS:
    (1) Visually inspect the tailboom assembly skin joint at Boom 
Station (BS) 194 for fretting, corrosion, loose or working rivets, 
or a crack. Inspect 10 inches forward and 10 inches aft of BS 194 
(BS 194 skin joint area) as shown in the following Figure 1:

[[Page 8864]]

[GRAPHIC] [TIFF OMITTED] TP26FE03.008


    Note 2: The tailboom skin joint at BS 194 is located at the 
bulkhead just forward of the attachment area for the 42-degree tail 
rotor gearbox assembly (42-degree gearbox) and the intersection 
between the vertical fin forward canted bulkhead and the lower 
tailboom skin.

    (2) Visually inspect the vertical fin forward spar caps (2) for 
a crack at the intersection with the tail rotor gearbox support 
fitting. Refer to Figure 1 of this AD.
    (b) Before further flight, and thereafter at intervals not to 
exceed 500 hours TIS, radiographically inspect the BS 194 skin joint 
area in accordance with the requirements of ASTM E 1742-00, MIL-STD-
453C, or another FAA-accepted equivalent, for any tailboom assembly 
with:
    (1) Any fretting, corrosion, loose or working rivets, or a crack 
in the BS 194 skin joint area; or
    (2) 1,000 or more hours TIS.
    (c) If a crack is found in any part, replace it with an 
airworthy part before further flight. Repair any corrosion or other 
damage that exceeds the limitations in the maintenance or overhaul 
manuals before further flight.
    (d) 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 3: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Rotorcraft Certification Office.

    (e) Special flight permits may be issued in accordance with 14 
CFR 21.197 and 21.199 to operate the helicopter to a location where 
the requirements of this AD can be accomplished.

    Issued in Fort Worth, Texas, on February 6, 2003.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 03-4480 Filed 2-25-03; 8:45 am]
BILLING CODE 4910-13-P