[Federal Register Volume 69, Number 13 (Wednesday, January 21, 2004)]
[Proposed Rules]
[Pages 2855-2861]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-1172]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2003-SW-23-AD]
RIN 2120-AA64


Airworthiness Directives; Bell Helicopter Textron, a Division of 
Textron Canada Model 222, 222B, 222U and 230 Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes superseding an existing airworthiness 
directive (AD) for Bell Helicopter Textron, a Division of Textron 
Canada (BHTC) Model 222, 222B, 222U, and 230 helicopters. That AD 
currently requires a visual check of each main rotor grip (grip) and 
pitch horn assembly without disassembling the main rotor hub assembly 
(hub assembly), and a visual inspection at specified intervals of each 
affected grip and pitch horn assembly for a crack using a 10-power or 
higher magnifying glass. If a crack is found, the existing AD requires 
replacing each unairworthy grip or pitch horn with an airworthy part 
before further flight. This action would require those same actions, 
and would also require an additional inspection of the grip and pitch 
horn assembly for a crack in the disassembled hub assembly, and 
replacing any cracked part with an airworthy part. This proposal is 
prompted by determination that an additional enhanced inspection is 
needed to ensure the integrity of the hub assembly. The actions 
specified by the proposed AD are intended to prevent failure of the 
grip or pitch horn and subsequent loss of control of the helicopter.

[[Page 2856]]


DATES: Comments must be received on or before March 22, 2004.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Office of the Regional Counsel, Southwest Region, 
Attention: Rules Docket No. 2003-SW-23-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: Charles Harrison, Aviation Safety 
Engineer, FAA, Rotorcraft Directorate, Safety Management Group, Fort 
Worth, Texas 76193-0110, telephone (817) 222-5128, 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 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. 2003-SW-23-AD.'' The postcard will be date 
stamped and returned to the commenter.

Discussion

    On July 25, 2002, the FAA issued AD 2002-08-54, Amendment 39-12835 
(67 FR 50793, August 6, 2002), with a correction published on August 
21, 2002 (67 FR 54259), to require, before further flight and at 
specified intervals, visually checking each affected grip and pitch 
horn for a crack. The AD also requires using a 10-power or higher 
magnifying glass to visually inspect each affected grip and pitch horn 
for a crack at specified intervals. If a crack is found, the AD 
requires replacing each unairworthy grip or pitch horn with an 
airworthy part before further flight. That action was prompted by three 
reports of a fatigue crack in the grip and pitch horn found during a 
routine inspection of the rotor head. The requirements of that AD are 
intended to prevent failure of the grip or pitch horn and subsequent 
loss of control of the helicopter
    Since issuing that AD, the manufacturer has determined that a newly 
developed, enhanced inspection should be required at 2,500 hours time-
in-service (TIS) to ensure integrity of the hub assembly. The 
additional inspections are added to detect cracks that may not be 
discovered through visual inspections or visual inspections using a 
magnifying glass with the rotor head assembled, as is currently 
required.
    Transport Canada, the airworthiness authority for Canada, notified 
the FAA that an unsafe condition may exist on these helicopter models. 
Transport Canada advises of the need for repeated daily checks and 
visual inspections at specified intervals, as well as enhanced 
inspections at specified intervals, of the grip and pitch horn for a 
crack until the cause of the premature failures is determined. 
Transport Canada classified these alert service bulletins as mandatory 
and issued AD No. CF-2002-23R1, dated May 7, 2003, to ensure the 
continued airworthiness of these helicopters.
    These helicopter models are manufactured in Canada and are type 
certificated for operation in the United States under the provisions of 
14 CFR 21.29 and the applicable bilateral agreement. Pursuant to the 
applicable bilateral 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.
    This previously described unsafe condition is likely to exist or 
develop on other helicopters of the same type design. Therefore, the 
proposed AD would supersede AD 2002-08-54 to require, before further 
flight and at specified intervals, visually checking each affected grip 
and pitch horn for a crack. This proposed AD would also require using a 
10-power or higher magnifying glass to visually inspect each affected 
grip and pitch horn for a crack at specified intervals. If a crack is 
found, this proposed AD would require replacing each cracked part with 
an airworthy part before further flight. Additionally, this proposed AD 
would require, for main rotor hubs with 2,500 or more and less than 
4,500 hours TIS, within 300 hours TIS or 6 months, whichever occurs 
first, inspecting for a crack, and if a crack is found, replacing the 
grip, pitch horn, or attachment bolts with an airworthy part before 
further flight. Main rotor hubs with less than 2,500 hours TIS would 
have to be inspected using a magnetic particle or fluorescent penetrant 
method upon the accumulation of 2,500 hours TIS.
    An owner/operator (pilot) may perform the visual check required by 
paragraph (a) of this proposed AD. The pilot must enter compliance with 
paragraph (a) of this AD into the helicopter maintenance records in 
accordance with 14 CFR 43.11 and 91.417(a)(2)(v)). A pilot may perform 
this check because it involves only a visual check for a crack in the 
grip or pitch horn and can be performed equally well by a pilot or a 
mechanic.
    The FAA estimates that this proposed AD would affect 107 
helicopters of U.S. registry, and the proposed actions would take 
approximately 32 work hours per helicopter to accomplish at an average 
labor rate of $65 per work hour. The cost of the main rotor grip would 
be either $26,226 or $37,748 and the cost of a pitch horn would be 
either $6,863 or $15,281 (2 pitch horns and 2 grips per helicopter). 
Based on these figures, the total cost impact of the proposed AD on 
U.S. operators would be an estimated $2,080 per helicopter each year or 
$222,560 for the entire fleet, and if all parts were replaced, would be 
$11,570,766, assuming the most expensive grips and pitch horns were 
required.
    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

[[Page 2857]]

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 39-12835 (67 FR 
50793, August 6, 2002), and by adding a new airworthiness directive 
(AD), to read as follows:

Bell Helicopter Textron, a Division of Textron Canada: Docket No. 
2003-SW-23-AD. Supersedes AD 2002-08-54, Amendment 39-12835, Docket 
No. 2002-SW-22-AD.

    Applicability: The following model helicopters with the listed 
part number (P/N) installed, certificated in any category:

----------------------------------------------------------------------------------------------------------------
                                                                                        With pitch horn assembly
              Model                  With hub assembly P/N     With grip assembly P/N              P/N
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(1) 222 or 222B..................  222-011-101-103, -105,     222-010-104-105; 222-012- 222-011-104-101; 222-012-
                                    107, or -109; 222-012-     104-101.                  102-101.
                                    101-103, or -107.
(2) 222U.........................  222-011-101-105, -107, or  222-010-104-105; 222-012- 222-011-104-101; 222-012-
                                    -109; 222-012-101-103,     104-101.                  102-101.
                                    or -107.
(3) 230..........................  222-012-101-105, or -109.  222-012-104-101.........  222-012-102-101.
----------------------------------------------------------------------------------------------------------------

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent failure of the grip or pitch horn and subsequent loss 
of control of the helicopter, if either the grip or pitch horn has 
accumulated 1,250 or more hours time-in-service (TIS) since initial 
installation on any helicopter, accomplish the following:
    (a) Before further flight and thereafter at intervals not to 
exceed 8 hours TIS:
    (1) Wipe clean the main rotor grip and pitch horn surfaces to 
remove grease and dirt in the check area as shown in Figure 1 of 
this AD:

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[GRAPHIC] [TIFF OMITTED] TP21JA04.009


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    (2) Visually check both main rotor grips for a crack. Pay 
particular attention to the inboard and outboard tangs portions of 
the grip, which are in direct contact with the pitch horns and the 
main rotor blades and check the area to at least 3 inches beyond the 
grip to pitch and grip to blade contact areas as shown in Figure 2 
of this AD:
[GRAPHIC] [TIFF OMITTED] TP21JA04.010


[[Page 2860]]


    (3) Visually check all visible portions of each pitch horn for a 
crack. Pay particular attention to the attachment lugs of the pitch 
horns, which are in direct contact with the inboard tangs of the 
main rotor grips, as shown in Figure 3 of this AD, and the four 
large bolt cutouts, as shown in Figure 4 of this AD:
[GRAPHIC] [TIFF OMITTED] TP21JA04.011


[[Page 2861]]


[GRAPHIC] [TIFF OMITTED] TP21JA04.012

    (4) An owner/operator (pilot) holding at least a private pilot 
certificate may perform the visual check required by paragraph (a) 
of this AD. The pilot must enter compliance with this paragraph into 
the helicopter records in accordance with 14 CFR 43.11 and 
91.417(a)(2)(v)).
    (b) Within 7 days or 10 hours TIS, whichever occurs first, and 
thereafter at intervals not to exceed 25 hours TIS, without 
disassembling the main rotor hub assembly (hub assembly) and using a 
10-power or higher magnifying glass, inspect each grip and pitch 
horn assembly for a crack in accordance with paragraphs (a)(1), 
(a)(2), and (a)(3) of this AD.
    (c) Within 300 hours TIS or 6 months, whichever occurs first, 
for each hub assembly with 2,500 or more and less than 4,500 hours 
TIS, and within 2,500 hours TIS for each hub assembly with less than 
2,500 hours TIS:
    (1) Disassemble and clean the main rotor hub assembly.
    (2) Inspect the grip and pitch horn assembly using a 
fluorescent-penetrant inspection method.
    (3) Inspect the pitch horn-to-grip attachment bolts and the 
flapping bearing-to-yoke attachment bolts using a magnetic-particle 
inspection method. If any of these attachment bolts are made from 
non-magnetic material, inspect those attachment bolts using a 
fluorescent-penetrant inspection method.
    (4) During reassembly, install new buffers on the pitch horn and 
flapping bearing assemblies.
    (d) If a crack is found, replace the cracked part with an 
airworthy part before further flight.

    Note 3: Bell Helicopter Textron Alert Service Bulletin No. 222-
02-93, Revision A, No. 222U-02-64, Revision A, and 230-02-26, 
Revision A, all dated March 3, 2003, pertain to the subject of this 
AD.

    (e) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
Contact the Safety Management Group, Rotorcraft Directorate, FAA, 
for information about previously approved alternative methods of 
compliance.

    Note 4: The subject of this AD is addressed in Transport Canada 
(Canada) AD CF-2002-23, dated April 2, 2002.


    Issued in Fort Worth, Texas, on January 13, 2004.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 04-1172 Filed 1-20-04; 8:45 am]
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