[Federal Register Volume 70, Number 28 (Friday, February 11, 2005)]
[Rules and Regulations]
[Pages 7167-7173]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-2609]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2003-SW-23-AD; Amendment 39-13966; AD 2005-03-10]
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: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD) for Bell Helicopter Textron, A Division of Textron Canada (BHTC) 
Model 222, 222B, 222U, and 230 helicopters, that 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 amendment requires those same actions, and also requires 
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 amendment is prompted by the determination 
that an additional enhanced inspection is needed to ensure the 
integrity of the hub assembly. The actions specified by this AD are 
intended to prevent failure of the grip or pitch horn and subsequent 
loss of control of the helicopter.

DATES: Effective March 18, 2005.

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: A proposal to amend 14 CFR part 39 by 
superseding AD 2002-08-54, Amendment 39-12835 (67 FR 50793, August 6, 
2002), and a correction published on August 21, 2002 (67 FR 54259), for 
the specified BHTC model helicopters was published in the Federal 
Register on January 21, 2004 (69 FR 2855). The action proposed to 
require, before further flight and at specified intervals, visually 
checking each affected grip and pitch horn for a crack. The action also 
proposed to 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, the action proposed replacing 
each unairworthy grip or pitch horn with an airworthy part before 
further flight.
    BHTC has issued 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. The service bulletins introduce a 
daily check and a recurrent 25 hour inspection requirement for grips 
and pitch horns with more than 1,250 hours since new. In addition, the 
service bulletins provide inspection instructions for the main rotor 
grip assemblies and pitch horns. The service bulletins also specify 
that all main rotor hub assemblies, which have accumulated more than 
2,500 hours of operation since new, overhaul, or the last 2,500 hour 
scheduled inspection, be inspected in accordance with maintenance 
requirements listed in Chapter 5 of the applicable maintenance manual.

[[Page 7168]]

    Transport Canada, the airworthiness authority for Canada, notified 
the FAA that an unsafe condition may exist on these helicopter models. 
They have determined that a newly developed enhanced inspection is 
required at 2,500 hours air time in service in addition to the daily 
check and 25 hour visual repetitive inspection to ensure integrity of 
the components. Transport Canada also 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 the BHTC 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 type certificated 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 this 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.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comment received.
    One commenter questioned the accuracy of the statement in the 
preamble to the NPRM, in which we stated, ``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.'' The commenter states that the ``proposed AD is 
not 100% correct.'' He states that ``[t]he 222 models were made in the 
USA and the 230 helicopters were made in Canada. The type certificate 
may have been changed to Transport Canada.'' We agree. However, 
regardless of where these helicopter models were manufactured, since 
the type certificates under which they operate in the United States are 
issued by the FAA based on the current Canadian type certificates for 
all these models under the provisions of 14 CFR Sec.  21.29 and the 
applicable bilateral agreement, the location where they were 
manufactured is of limited importance for AD purposes. However, we have 
revised this preamble statement to more accurately reflect their status 
and removed the reference to the location of their ``manufacture.''
    Also, in our proposal, although we referenced the updated Transport 
Canada AD, CF-2002-23R1, dated May 7, 2003, in the preamble discussion, 
we inadvertently referenced the previous Transport Canada AD, CF-2002-
23, dated April 2, 2002, in the note at the end of our proposal. We 
have corrected that reference as well as corrected the ``Note'' 
numbering in this final rule.
    After careful review of the available data, including the comment 
noted above, the FAA has determined that air safety and the public 
interest require adopting the rule with the changes described 
previously. The FAA has determined that these changes will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.
    The FAA estimates that this AD will affect 107 helicopters of U.S. 
registry, and the actions will 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 is either $26,226 or $37,748 and the 
cost of a pitch horn is either $6,863 or $15,281 (2 pitch horns and 2 
grips per helicopter). Based on these figures, the total estimated cost 
impact of the AD on U.S. operators is $2,080 per helicopter each year 
or $222,560 for the entire fleet, and if all parts are replaced, is 
$11,570,766, assuming the most expensive grips and pitch horns are 
required.

Regulatory Findings

    The regulations adopted herein will 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 final rule does not have federalism 
implications under Executive Order 13132.
    For the reasons discussed above, I certify that this action (1) is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and (3) 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 final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the FAA, Office of the Regional Counsel, 
Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

Adoption of the Amendment

0
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

0
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]

0
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), Amendment 39-13966, to read as follows:

2005-03-10 Bell Helicopter Textron, a Division of Textron Canada: 
Amendment 39-13966. 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:

[[Page 7169]]



----------------------------------------------------------------------------------------------------------------
                                  With hub assembly                                 With pitch horn  assembly P/
             Model                       P/N            With grip  assembly P/N                   N
----------------------------------------------------------------------------------------------------------------
(1) 222 or 222B................  222-011-101-103,-   222-010-104-105                222-011-104-101
                                  105,-107, or -109. 222-012-104-101                222-012-102-101
                                 222-012-101-103,
                                  or -107.
(2) 222U.......................  222-011-101-105, -  222-010-104-105                222-011-104-101
                                  107, or -109.      222-012-104-101                222-012-102-101
                                 222-012-101-103,
                                  or -107.
(3) 230........................  222-012-101-105,    222-012-104-101                222-012-102-101
                                  or -109.
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    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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[[Page 7170]]

[GRAPHIC] [TIFF OMITTED] TR11FE05.000


[[Page 7171]]


    (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] TR11FE05.001


[[Page 7172]]


    (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] TR11FE05.002


[[Page 7173]]


[GRAPHIC] [TIFF OMITTED] TR11FE05.003

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    (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 1: 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.
    (f) This amendment becomes effective on March 18, 2005.

    Note 2: The subject of this AD is addressed in Transport Canada 
(Canada) AD No. CF-2002-23R1, dated May 7, 2003.


    Issued in Fort Worth, Texas, on February 2, 2005.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 05-2609 Filed 2-10-05; 8:45 am]
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