[Federal Register Volume 73, Number 2 (Thursday, January 3, 2008)]
[Rules and Regulations]
[Pages 397-400]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: E7-25395]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2007-0378; Directorate Identifier 2007-SW-04-AD; 
Amendment 39-15314; AD 2007-26-12]
RIN 2120-AA64


Airworthiness Directives; Robinson Helicopter Company Models R22, 
R22 Alpha, R22 Beta, R22 Mariner, R44 and R44 II 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) for 
the specified Robinson Helicopter Company (Robinson) helicopters. This 
action requires a one-time visual inspection for skin separation along 
the leading edge of blade skin aft of the skin-to-spar bond line on the 
lower surface of each blade and in the tip cap area. This action also 
requires a ``tap test'' for detecting a separation or void in both 
bonded areas. This action also requires repainting any exposed area of 
the blades. If any separation or void is detected, replacing the blade 
before further flight is

[[Page 398]]

required. Thereafter, before each flight, this AD also requires 
checking for any exposed (bare metal) along the skin-to-spar bond line 
on the lower surface of each blade near the tip. If any bare metal is 
found, a mechanic must inspect the area. This amendment is prompted by 
11 reports of blade debond, some occurring in flight causing the pilot 
to feel excessive vibrations and land, and some found during routine 
maintenance. The actions specified in this AD are intended to detect 
blade skin debond and to prevent blade failure and subsequent loss of 
control of the helicopter.

DATES: Effective January 18, 2008.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of January 18, 2008.
    Comments for inclusion in the Rules Docket must be received on or 
before March 3, 2008.

ADDRESSES: Use one of the following addresses to submit comments on 
this AD:
     Government-wide rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your 
comments electronically;
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building, Ground Floor, Room W12-140, 1200 New 
Jersey Avenue, SE., Washington, DC 20590;
     Hand Delivery: Deliver to the ``Mail'' address between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays; or
     Fax: (202) 493-2251.
    You may get the service information identified in this AD from 
Robinson Helicopter Company, 2901 Airport Drive, Torrance, CA 90505, 
telephone (310) 539-0508, fax (310) 539-5198.

Examining the Docket

    You may examine the docket that contains the AD, any comments, and 
other information on the Internet at http://regulations.gov, or in 
person at the Docket Management System (DMS) Docket Operations office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Operations office (telephone (800) 647-5527) is 
located in Room W12-140 on the ground floor of the West Building at the 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the DMS receives them.

FOR FURTHER INFORMATION CONTACT: For information relating to the 
Robinson R22 helicopter, contact Eric Schrieber, Aviation Safety 
Engineer, FAA, Los Angeles Aircraft Certification Office, Airframe 
Branch, 3960 Paramount Blvd., Lakewood, California 90712, telephone 
(562) 627-5348, fax (562) 627-5210. For information relating to the 
Robinson R44 helicopter, contact Fred Guerin, Aviation Safety Engineer, 
FAA, Los Angeles Aircraft Certification Office, Airframe Branch, 3960 
Paramount Blvd., Lakewood, California 90712, telephone (562) 627-5232, 
fax (562) 627-5210.

SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for the 
specified Robinson helicopters. This action also requires a one-time 
visual inspection for skin separation along the leading edge of the 
blade skin aft of the skin-to-spar bond line on the lower surface of 
each blade and in the tip cap area. This action also requires a ``tap 
test'' for detecting a separation or void in both bonded areas. This AD 
also requires repainting any exposed area of the blades. If any 
separation or void is detected, replacing the blade before further 
flight is required. Thereafter, this action requires, before each 
flight, checking for any exposed (bare metal) along the skin-to-spar 
bond line on the lower surface of each blade near the tip. If any bare 
metal is found, a mechanic must visually inspect the area, perform a 
``tap test,'' and remove both blade tip covers and inspect. This 
amendment is prompted by 11 reports of blade debond, some occurring in 
flight, causing the pilot to feel excessive vibrations and land, and 
some found during routine maintenance. In one of the reported 
incidents, the debond was caused by corrosion from the lower surface of 
the aluminum tip cap, which is bonded to the inside of the blade tip. 
The corrosion bubbles caused lifting of the skin and eventual 
separation. This condition was found during inspection and not in 
flight.
    We have reviewed the following:
     Robinson R22 and R44 Safety Alert, issued on January 4, 
2007, revised on March 16, 2007, and March 22, 2007 (Safety Alert);
     Robinson R22 and R44 Service Letter SL-56 and SL-32, dated 
March 16, 2007, and Revision A, dated March 29, 2007 (Service Letter);
     Robinson R22 and R44 Service Bulletin SB-96 and SB-61, 
both dated March 29, 2007 (Service Bulletin);
     Robinson letter titled ``Additional Information Regarding 
Main Rotor Blade Skin Debonding,'' dated May 25, 2007; and
     The Robinson Model R22 and R44 Rotorcraft Flight Manuals 
changes to the Normal Procedures Section 4, and Systems Description 
Section 7, revised April 20, 2007.
    The latest Safety Alert states in part, ``During each daily 
preflight, visually check blade finish along lower surface bond line. 
If any bare metal is exposed at or beyond bond line, have blade 
refinished per R22 Service Letter SL-56 or Service Letter SL-32 by a 
qualified mechanic before further flight.'' The Service Letter, 
Revision A, dated March 29, 2007, specifies using 10x magnification to 
visually inspect the leading edge of any exposed (bare metal) blade 
skin at skin-to-spar bond line. The Service Letter also specifies tap 
testing all bare metal skin-to-spar bonded areas. If any tap test 
indication of separation or any void is detected, the blade is 
unairworthy. The March 16, 2007, Service Letter to R22/R44 owners/
operators, and Service Centers, specifies using a 5x to 10x 
magnification for the visual inspection and makes certain changes to 
the painting process. Revision A, dated March 29, 2007, to the Service 
Letter includes a more accurate drawing of the exposed skin-to-spar 
joint area. That Service Letter also includes an inspection for 
corrosion around the internal aluminum tip cap area and specifies 
painting any bare metal.
    Bond failures have occurred on blades where the protective coatings 
have eroded away leaving the skin aft of the bond line at the skin-to-
spar bond line exposed on the lower surface near the tip. Further 
erosion of the leading edge of the unprotected skin has caused voids 
and skin separation. Bond failures have also occurred due to corrosion 
around the tip cap where corrosion residue has disrupted and eventually 
separated the bond.
    To attempt to prevent debonding on new blades, the manufacturer has 
changed the production process. However, it has not been proven that 
these changes will prevent a debond. Therefore, at this time, the FAA 
does not consider these newly manufactured blades to provide 
terminating action for the requirements of this AD.
    This unsafe condition is likely to exist or develop on other 
helicopters of these same type designs. Therefore, this AD is being 
issued to detect blade skin debond to prevent blade failure and 
subsequent loss of control of the helicopter.
    This AD requires the following:
     Within 10 hours TIS, unless accomplished previously,
     Using a 10x or higher magnification, visually inspect for 
skin separation along the leading edge of any exposed (bare metal) 
blade skin aft of the skin-to-spar bond line on the lower surface of 
each blade. If there is skin separation, the blade is unairworthy.

[[Page 399]]

     Perform a ``tap test'' to detect any separation or void on 
skin-to-spar bonded areas on the lower blade skin aft of the skin-to-
spar bond line of each blade using a 1965 or later U.S. quarter-dollar 
coin. If there is any separation or any void, the blade is unairworthy.
     Remove both main rotor blade tip covers. Using a 10x or 
higher magnification, visually inspect the blade tip area exposed when 
the blade tip covers are removed. ``Tap test'' the skin to cap bond 
joints on both upper and lower surfaces of each blade. If any 
corrosion, separation, or void is detected, the blade is unairworthy.
     Repaint any exposed area of the blade.
     Before further flight, replace any unairworthy blade with 
an airworthy blade.
     Thereafter, if the rotor blade is found airworthy by the 
initial inspection, before each flight, visually check for any exposed 
(bare metal) skin-to-spar bonded area on the lower surface of each 
blade within the outboard 24 inches paying particular attention to the 
last 10 inches before the tip. An owner/operator (pilot) holding at 
least a private pilot certificate may perform this visual check and 
must enter compliance into the aircraft 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 any bare metal 
in the skin-to-spar bonded area and can be performed equally well by a 
pilot or a mechanic. If a pilot finds any area of skin bare metal in 
the outboard 24 inches of either blade, before further flight, a 
qualified mechanic must comply with the requirements of this AD.
    The repainting must be done by following the specified portions of 
the Service Letter described previously.
    The short compliance time involved is required because the 
previously described critical unsafe condition can adversely affect the 
structural integrity and controllability of the helicopter. Therefore, 
the actions described are required before each flight and initially 
within 10 hours TIS, both very short time intervals, 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.
    We estimate that this AD will affect 2290 helicopters. A check 
before each flight of each blade will take a minimal amount of time. It 
will take about:
     3 work hours to inspect 2 blades; and
     10 work hours to remove and replace a blade for an 
estimated 10 blades based on reports of 10 affected blades in the past 
2 years.
     The average labor rate is $80 per work hour.
     Required parts will cost about $16,432 for a Model R22 
blade, and about $23,060 for a Model R44 blade.
    Based on these figures, we estimate the total cost impact of the AD 
on U.S. operators to be $755,060; $549,600 to inspect all the blades; 
plus $86,160, to remove and replace 5 of the Model R22 helicopter 
blades plus $119,300 to remove and replace 5 of the Model R44 
helicopter blades.

Comments Invited

    This AD is a final rule that involves requirements that affect 
flight safety and was not preceded by notice and an opportunity for 
public comment; however, we invite you to submit any written data, 
views, or arguments regarding this AD. Send your comments to an address 
listed under ADDRESSES. Include ``Docket No. FAA-2007-0378; Directorate 
Identifier 2007-SW-04-AD'' at the beginning of your comments. We 
specifically invite comments on the overall regulatory, economic, 
environmental, and energy aspects of the AD. We will consider all 
comments received by the closing date and may amend the AD in light of 
those comments.
    We will post all comments we receive, without change, to http://regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact 
with FAA personnel concerning this AD. Using the search function of our 
docket web site, you can find and read the comments to any of our 
dockets, including the name of the individual who sent the comment. You 
may review the DOT's complete Privacy Act Statement in the Federal 
Register published on April 11, 2000 (65 FR 19477-78).

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD 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.
    For the reasons discussed above, I certify that the 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. 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.
    We prepared an economic evaluation of the estimated costs to comply 
with this AD. See the DMS to examine the economic evaluation.

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, Incorporation by 
reference, 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 adding a new airworthiness directive to 
read as follows:

2007-26-12 Robinson Helicopter Company: Amendment 39-15314. Docket 
No. FAA-2007-0378; Directorate Identifier 2007-SW-04-AD.

Applicability

    Model R22, R22 Alpha, R22 Beta, R22 Mariner helicopters, serial 
numbers 0002 through 4100; R44 helicopters, serial

[[Page 400]]

numbers 0001 through 1670; and R44 II helicopters, serial numbers 
10001 through 11570, certificated in any category.

Compliance

    Required as indicated.
    To detect main rotor blade (blade) skin debond and prevent blade 
failure and subsequent loss of control of the helicopter, do the 
following:
    (a) Within 10 hours time-in-service (TIS), unless accomplished 
previously:
    (1) Using a 10x or higher magnification, visually inspect for 
skin separation along the leading edge of any exposed (bare metal) 
blade skin aft of the skin-to-spar bond line on the lower surface of 
each blade. If there is any skin separation, the blade is 
unairworthy.
    (2) Perform a ``tap test'' to detect any separation or void on 
the skin-to-spar bonded areas on the lower blade skin aft of the 
skin-to-spar bond line of each blade using a 1965 or later U.S. 
quarter-dollar coin. If there is any separation or any void, the 
blade is unairworthy.
    (3) Remove both blade tip covers. Using a 10x or higher 
magnification, visually inspect the blade tip area exposed when the 
blade tip covers were removed. ``Tap test'' the skin to cap bond 
joints on both upper and lower surfaces. If corrosion, separation, 
or any void is detected, the blade is unairworthy.
    (4) Repaint any exposed area of the blade according to the 
Compliance Procedure, paragraphs 3 through 7, of R22 Service Letter 
SL-56 and R44 Service Letter SL-32, Revision A, dated March 29, 
2007.
    (b) Before further flight, replace any unairworthy blade with an 
airworthy blade.
    (c) Thereafter, if the rotor blade has been found airworthy by 
the inspections in paragraph (a), before each flight, visually check 
for any exposed (bare metal) skin-to-spar bonded area on the lower 
surface of each blade within the outboard 24 inches paying 
particular attention to the last 10 inches before the tip. An owner/
operator (pilot) holding at least a private pilot certificate may 
perform this visual check and must enter compliance into the 
aircraft maintenance records in accordance with 14 CFR 43.11 and 
91.417(a)(2)(V). If a pilot finds any area of skin bare metal in the 
outboard 24 inches of either blade, before further flight, a 
qualified mechanic must comply with the requirements of paragraph 
(a) of this AD.
    (d) 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 Manager, Los Angeles Aircraft Certification Office, FAA, 
ATTN: (For R22) Eric Schrieber, Aviation Safety Engineer, Aircraft 
Certification Office, Airframe Branch, 3960 Paramount Blvd., 
Lakewood, California 90712, telephone (562) 627-5348, fax (562) 627-
5210, or (for R44) Fred Guerin, Aviation Safety Engineer, Airframe 
Branch, 3960 Paramount Blvd., Lakewood, California 90712, telephone 
(562) 627-5232, fax (562) 627-5210, for information about previously 
approved alternative methods of compliance.
    (e) Repaint the exposed area of a blade by following Robinson 
R22 Service Letter SL-56 and R44 Service Letter SL-32, Revision A, 
dated March 29, 2007. The Director of the Federal Register approved 
this incorporation by reference in accordance with 5 U.S.C. 552(a) 
and 1 CFR part 51. Copies may be obtained from Robinson Helicopter 
Company, 2901 Airport Drive. Torrance, CA 90505, telephone (310) 
539-0508, fax (310) 539-5198. 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 National Archives and 
Records Administration (NARA). For information on the availability 
of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
    (f) This amendment becomes effective on January 18, 2008.

    Issued in Fort Worth, Texas, on December 17, 2007.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. E7-25395 Filed 1-2-08; 8:45 am]
BILLING CODE 4910-13-P