Rule2022-20914
Airworthiness Directives; Bell Textron Inc., Helicopters and Various Restricted Category Helicopters
Primary source
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Published
November 21, 2022
Effective
December 27, 2022
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for Bell Textron Inc., Model 204B, 205A, 205A-1, 205B, 210, 212, 412, 412CF, and 412EP helicopters and various restricted category helicopters. This AD was prompted by reports of cracks found on the main transmission support case. This AD requires repetitive inspections of the main transmission housing assembly for cracks, pitting, and corrosion and depending on the results, corrective action. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 87 Issue 223 (Monday, November 21, 2022)</title>
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[Federal Register Volume 87, Number 223 (Monday, November 21, 2022)]
[Rules and Regulations]
[Pages 70711-70714]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2022-20914]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2022-0460; Project Identifier AD-2021-00824-R;
Amendment 39-22198; AD 2022-20-14]
RIN 2120-AA64
Airworthiness Directives; Bell Textron Inc., Helicopters and
Various Restricted Category Helicopters
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
Bell Textron Inc., Model 204B, 205A, 205A-1, 205B, 210, 212, 412,
412CF, and 412EP helicopters and various restricted category
helicopters. This AD was prompted by reports of cracks found on the
main transmission support case. This AD requires repetitive inspections
of the main transmission housing assembly for cracks, pitting, and
corrosion and depending on the results, corrective action. The FAA is
issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective December 27, 2022.
[[Page 70712]]
ADDRESSES:
Examining the AD Docket
You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a> by searching for
and locating Docket No. FAA-2022-0460; or in person at Docket
Operations between 9 a.m. and 5 p.m., Monday through Friday, except
Federal holidays. The AD docket contains this final rule, any comments
received, and other information. The address for Docket Operations is
U.S. Department of Transportation, Docket Operations, M-30, West
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Hye Yoon Jang, Aerospace Engineer,
Delegation Oversight Section, DSCO Branch, Compliance & Airworthiness
Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177; telephone
(817) 222-5190; email <a href="/cdn-cgi/l/email-protection#83ebfae6adfaececedade9e2ede4c3e5e2e2ade4ecf5"><span class="__cf_email__" data-cfemail="ec849589c295838382c2868d828bac8a8d8dc28b839a">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to Bell Textron Inc.,
Model 204B, 205A, 205A-1, 205B, 210, 212, 412, 412CF, and 412EP
helicopters and restricted category Model HH-1K, SW205A-1, TH-1F, TH-
1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters.
The NPRM published in the Federal Register on April 14, 2022 (87 FR
22146). The NPRM was prompted by reports of main transmission support
cases found cracked at one of the lateral mounts. In the NPRM, the FAA
proposed to require, within 3,000 hours time-in-service (TIS)
accumulated by the main transmission after the effective date of the
AD, and thereafter at intervals not to exceed 3,000 hours TIS
accumulated by the main transmission, removing certain screws and
washers and visually inspecting the upper and lower transmission
support case lateral mount screws for corrosion and thread damage,
washers for corrosion and pitting, bushings for corrosion and pitting,
and lateral mount surfaces for corrosion and mechanical damage such as
any crack or pitting. If there is any corrosion, thread damage, or
mechanical damage, the NPRM proposed to require removing the affected
parts from service before further flight.
The NPRM also proposed to require repetitive fluorescent penetrant
inspections (FPIs) of all surfaces of the main transmission support
case lateral mounts for a crack. For helicopters with a main
transmission that has accumulated 6,000 or more total hours TIS, the
initial FPI would be required before further flight after the effective
date of the AD. For helicopters with a main transmission that has
accumulated less than 6,000 total hours TIS, the initial FPI would be
required before the main transmission accumulates 6,000 total hours
TIS. For all helicopters, following the initial FPI, the NPRM proposed
to require performing an FPI at intervals not to exceed 6,000 hours TIS
accumulated by the main transmission. If there is any crack, the NPRM
proposed to require removing the main transmission support case from
service before further flight. The FAA is issuing this AD to address
the unsafe condition on these products.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from one commenter, Bell Textron Inc. The
following presents the comments received on the NPRM and the FAA's
response to each comment.
Comment Regarding the Unsafe Condition and Compliance With Service
Information
Bell Textron Inc., commented that stress corrosion cracking of the
support case that originates from a threaded hole used to secure the
washer to the case lateral mount is not considered a safety of flight
issue as changes to its maintenance manual and Component Repair and
Overhaul (CR&O) manual address the issue. Bell Textron Inc., stated
that it has revised its manuals to include a requirement to remove the
washers at the scheduled 3000-hour Special Inspection for a detailed
visual inspection and an FPI at the scheduled 6000-hour Overhaul to
detect corrosion originating from a threaded hole under the washer that
could result in cracking. Bell Textron Inc., also stated that its CR&O
manual now specifies an improved washer installation procedure to
minimize the risk of corrosion, as well as damage limits for the
affected area.
The FAA acknowledges this comment; however, not all operators are
required to accomplish a manufacturer's maintenance procedures. In
order for procedures in service information, including procedures in
manuals, to become mandatory when the FAA has determined the procedures
are necessary to correct an identified unsafe condition, the FAA must
issue an AD.
Request for Changes to the Required Actions
Request: Regarding the outcome of the visual inspections, Bell
Textron Inc., recommended that rather than mandating the removal of
parts that have any damage from service, which could ground several
helicopters, the required actions of the proposed AD be revised to
refer to the applicable CR&O manual for damage limits and repair
procedure instead.
FAA Response: The FAA partially agrees. The FAA has revised the
required actions in this final rule by specifying certain threshold
limits and adding the option of repairing certain conditions in
accordance with FAA-acceptable methods; however, the actions do not
require referring to the CR&O manual for information.
Request: Regarding inspection and removal of hardware, Bell Textron
Inc., requested the FAA revise the required actions of the proposed AD
to require also determining if the case was previously repaired by Bell
or a Bell Service Center (FAA or Bell approved repair with
traceability), and if the case is found with a suspected unapproved
repair, removing the case from service indefinitely.
FAA Response: The FAA disagrees with this request. The FAA
currently has no information regarding repairs outside the scope of
FAA-accepted methods having been accomplished on main transmission
support cases affected by the proposed AD. Accordingly, the FAA has
made no changes to this final rule based on that comment.
Request: Bell Textron Inc., requested the FAA revise the required
actions of the proposed AD to require that if a case that has never
been repaired exhibits corrosion on the bushing, lug face, or threaded
hole(s) that is beyond repairable limits, contacting Bell Product
Support for evaluation and a possible Bell approved Expanded Repair;
Bell Textron Inc., added that the case can be returned to Bell or a
Bell Service Center for evaluation and possible repair.
FAA Response: The FAA disagrees with this request. To require
operators to contact the manufacture for repair instructions, as
suggested by the commenter, would be delegating the FAA's rulemaking
authority to that manufacturer. Additionally, the FAA does not have the
authority to direct operators to return defective components to the
manufacturer. However, operators may choose to contact Bell Product
Support as this AD does not prohibit an operator from
[[Page 70713]]
contacting a manufacturer. Additionally, operators may request approval
of any specific actions, including any specific corrective actions, as
an alternative method of compliance (AMOC) under the provisions of
paragraph (h) of this AD.
Recommendation To Allow Ferry Flights
Regarding the action to accomplish an FPI before further flight for
helicopters with a main transmission that has accumulated 6,000 or more
total hours TIS in paragraph (g)(2)(i) of the proposed AD, Bell Textron
Inc., recommended the FAA allow a ferry flight to the nearest repair
facility where the upper washers can be removed for a detailed 10X
magnifying glass inspection. Bell Textron Inc., further stated that if
a crack is suspected, to perform an FPI, and if a crack is found, to
remove the affected support case from service. Bell Textron Inc.,
explained that the removal of all 8 washers for an FPI of the support
case could be accomplished at the next scheduled overhaul as required
by chapter 5 of the maintenance manual.
The proposed AD, as published, specifies no limitations for
issuance of a special flight permit (SFP) (ferry flight). Accordingly,
SFPs may be issued in accordance with 14 CFR 21.197 and 21.199.
Additionally, the FAA has revised the initial action to accomplish an
FPI on a main transmission that has accumulated 6,000 or more total
hours TIS by extending the compliance time from ``before further
flight'' to ``within 300 hours TIS'' and allowing credit if the action
has previously been done within the last 6,000 hours TIS. Lastly, the
FAA has revised the initial action to accomplish an FPI on a main
transmission that has accumulated less than 6,000 total hours TIS from
``before accumulating 6,000 total hours TIS on the main transmission''
to ``before accumulating 6,300 total hours TIS on the main
transmission.''
Conclusion
The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Accordingly, the FAA is issuing this AD to address the unsafe
condition on these products. Except for removing a note, minor
editorial changes, and any other changes described previously, this AD
is adopted as proposed in the NPRM. None of the changes will increase
the economic burden on any operator.
Costs of Compliance
The FAA estimates that this AD affects up to 621 helicopters of
U.S. Registry. Labor rates are estimated at $85 per work-hour. Based on
these numbers, the FAA estimates the following costs to comply with
this AD.
Visually inspecting the main transmission mount assembly takes
about 1 work-hour, for an estimated cost of $85 per helicopter and
$52,785 for the U.S. fleet, per inspection cycle. Accomplishing an FPI
of the main transmission support case lateral mounts will take about 1
work-hour for an estimated cost of $85 per helicopter, and $52,785 for
the U.S. fleet, per inspection cycle.
The FAA has no way of determining the costs pertaining to necessary
repairs that are required to be done in accordance with FAA-acceptable
methods. Replacing the transmission support case assembly hardware
parts including 8 washers, 8 screws, and 4 bushings will take about 1
work-hour and parts will cost up to $100 per part for an estimated cost
of up to $2,085 per helicopter. Replacing the main transmission support
case assembly will take up to 60 work-hours and parts will cost up to
$54,501 for an estimated cost of up to $59,601 per helicopter.
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.
The FAA is 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.
Regulatory Findings
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 this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 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. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
2022-20-14 Bell Textron Inc., and Various Restricted Category
Helicopters: Amendment 39-22198; Docket No. FAA-2022-0460; Project
Identifier AD-2021-00824-R.
(a) Effective Date
This airworthiness directive (AD) is effective December 27,
2022.
(b) Affected ADs
None.
(c) Applicability
This AD applies to the following:
(1) Bell Textron Inc., Model 204B, 205A, 205A-1, 205B, 210, 212,
412, 412CF, and 412EP helicopters, certificated in any category; and
(2) Various restricted category helicopters:
(i) Model HH-1K helicopters; current type certificate holders
include, but are not limited to, Rotorcraft Development Corporation;
(ii) Southwest Florida Aviation International, Inc., Model
SW205A-1 helicopters;
(iii) Model TH-1F helicopters; current type certificate holders
include, but are not limited to, Robinson Air Crane Inc.; Rotorcraft
Development Corporation; and Tamarack Helicopters, Inc.;
(iv) Model TH-1L helicopters; current type certificate holders
include, but are not limited to, Bell Textron Inc.; Overseas
Aircraft Support, Inc. (type certificate previously held by JTBAM,
Inc.); and Rotorcraft Development Corporation;
[[Page 70714]]
(v) Model UH-1A helicopters; current type certificate holders
include, but are not limited to, Richards Heavylift Helo, Inc.;
(vi) Model UH-1B helicopters; current type certificate holders
include, but are not limited to, International Helicopters, Inc.;
Overseas Aircraft Support, Inc.; Red Tail Flying Services, LLC;
Richards Heavylift Helo, Inc.; Rotorcraft Development Corporation;
Southwest Florida Aviation International, Inc.; and WSH, LLC (type
certificate previously held by San Joaquin Helicopters);
Note 1 to paragraph (c)(2)(vi): Helicopters with an SW204 or
SW204HP designation are Southwest Florida Aviation International,
Inc., Model UH-1B helicopters.
(vii) Model UH-1E helicopters; current type certificate holders
include, but are not limited to, Bell Textron Inc.; Overseas
Aircraft Support, Inc.; Rotorcraft Development Corporation; Smith
Helicopters; and West Coast Fabrications;
(viii) Model UH-1F helicopters; current type certificate holders
include, but are not limited to, AST, Inc.; California Department of
Forestry; Robinson Air Crane, Inc.; Rotorcraft Development
Corporation; and Tamarack Helicopters, Inc.;
(ix) Model UH-1H helicopters; current type certificate holders
include, but are not limited to, Arrow Falcon Exporters, Inc.;
Global Helicopter Technology, Inc.; Hagglund Helicopters, LLC;
JJASPP Engineering Services LLC; Northwest Rotorcraft, LLC; Overseas
Aircraft Support, Inc.; Richards Heavylift Helo, Inc.; Rotorcraft
Development Corporation; Southwest Florida Aviation International,
Inc.; and Tamarack Helicopters, Inc.;
Note 2 to paragraph (c)(2)(ix): Helicopters with an SW205
designation are Southwest Florida Aviation International, Inc.,
Model UH-1H helicopters.
(x) Model UH-1L helicopters; current type certificate holders
include, but are not limited to, Bell Textron Inc.; Overseas
Aircraft Support, Inc.; and Rotorcraft Development Corporation; and
(xi) Model UH-1P helicopters; current type certificate holders
include, but are not limited to, Robinson Air Crane, Inc.; and
Rotorcraft Development Corporation.
(d) Subject
Joint Aircraft System Component (JASC) Code 6320, Main Rotor
Gearbox.
(e) Unsafe Condition
This AD was prompted by reports of cracks found in the main
transmission support case possibly due to corrosion. The FAA is
issuing this AD to detect and address corrosion and other mechanical
damage of the main transmission support case assembly. The unsafe
condition, if not addressed, could result in cracking at the upper
or lower surfaces of the lateral mounts, loss of load carrying
capabilities of the main transmission, and subsequent loss of
control of the helicopter.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
(1) Within 3,000 hours time-in-service (TIS) accumulated by the
main transmission after the effective date of this AD, and
thereafter at intervals not to exceed 3,000 hours TIS accumulated by
the main transmission, remove the screws and washers from the upper
and lower surfaces of the main transmission support case lateral
mounts and accomplish the following:
(i) Visually inspect each screw for corrosion and thread damage.
If there is any corrosion or thread damage, before further flight,
remove the screw from service.
(ii) Visually inspect each upper and lower washer for corrosion
and pitting.
(A) If there is any corrosion or pitting that exceeds 10% of any
surface or is deeper than 0.01 inch (0.3 mm), before further fight,
remove the washer from service.
(B) If there is any corrosion or pitting that is 10% or less of
any surface or has a depth of 0.01 inch (0.3 mm) or less, before
further flight, remove the washer from service or repair the washer
in accordance with FAA-acceptable methods.
(iii) Visually inspect each installed bushing for corrosion and
pitting.
(A) If there is any corrosion or pitting inside the bushing bore
that exceeds 10% of the surface or is deeper than 0.005 inch (0.13
mm), or if there is any corrosion or pitting on the bushing flange
or chamfer that exceeds 10% of the surface or is deeper than 0.01
inch (0.3 mm), before further fight, remove the bushing from
service.
(B) If there is any corrosion or pitting inside the bushing bore
that is 10% or less of the surface or has a depth of 0.005 inch
(0.13 mm) or less, or if there is any corrosion or pitting on the
bushing flange or chamfer that is 10% or less of the surface or has
a depth of 0.01 inch (0.3 mm) or less, before further fight, remove
the bushing from service or repair the bushing in accordance with
FAA-acceptable methods.
(iv) Visually inspect each upper and lower main transmission
support case lateral mount machined surface adjacent to each washer
and each lateral mount threaded screw hole for corrosion and
mechanical damage. For the purposes of this AD, mechanical damage
may be indicated by a crack or pitting.
(A) Before further flight, remove the main transmission support
case assembly from service if any of the following exist:
(1) The depth of any pitting exceeds 0.03 inch (0.8 mm),
(2) The area of pitting for each pad surface exceeds 0.75 square
inch (483.87 square mm) or exceeds 50% of any 0.50 inch (12.7 mm)
diameter, or
(3) Any mechanical damage to the threaded holes (8-32 NC-2B x
0.62 deep) exceeds 1 thread depth.
(B) Before further flight, remove the main transmission support
case assembly from service or repair the main transmission support
case assembly in accordance with FAA-acceptable methods, if any of
the following exist:
(1) The depth of any pitting is 0.03 inch (0.8 mm) or less.
(2) The area of pitting for each pad surface is 0.75 square inch
(483.87 square mm) or less, or 50% or less of any 0.50 inch (12.7
mm) diameter, or
(3) Any mechanical damage to the threaded holes (8-32 NC-2B x
0.62 deep) has a depth of 1 thread or less.
(2) Fluorescent penetrant inspect (FPI) all surfaces of the main
transmission support case lateral mounts for a crack at the
compliance times identified in paragraph (g)(2)(i) or (ii) of this
AD.
(i) For helicopters with a main transmission that has
accumulated 6,000 or more total hours TIS, within 300 hours TIS
after the effective date of this AD, unless already done within the
last 6,000 hours TIS.
(ii) For helicopters with a main transmission that has
accumulated less than 6,000 total hours TIS, before accumulating
6,300 total hours TIS on the main transmission.
(iii) If there is any crack, before further flight, remove the
main transmission support case assembly from service.
(3) Thereafter following paragraph (g)(2) of this AD, at
intervals not to exceed 6,000 hours TIS accumulated by the main
transmission, FPI all surfaces of the main transmission support case
lateral mounts for a crack. If there is any crack, before further
flight, remove the main transmission support case assembly from
service.
(h) Alternative Methods of Compliance (AMOCs)
(1) The Manager, DSCO Branch, FAA, has the authority to approve
AMOCs for this AD, if requested using the procedures found in 14 CFR
39.19. In accordance with 14 CFR 39.19, send your request to your
principal inspector or local Flight Standards District Office, as
appropriate. If sending information directly to the manager of the
certification office, send it to the attention of the person
identified in paragraph (i) of this AD. Information may be emailed
to: <a href="/cdn-cgi/l/email-protection#a0998de1f3f78d9199908de3eff3e0c6c1c18ec7cfd6"><span class="__cf_email__" data-cfemail="a0998de1f3f78d9199908de3eff3e0c6c1c18ec7cfd6">[email protected]</span></a>.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(i) Related Information
For more information about this AD, contact Hye Yoon Jang,
Aerospace Engineer, Delegation Oversight Section, DSCO Branch,
Compliance & Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort
Worth, TX 76177; telephone (817) 222-5190; email
<a href="/cdn-cgi/l/email-protection#701809155e091f1f1e5e1a111e17301611115e171f06"><span class="__cf_email__" data-cfemail="224a5b470c5b4d4d4c0c48434c45624443430c454d54">[email protected]</span></a>.
(j) Material Incorporated by Reference
None.
Issued on September 22, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2022-20914 Filed 11-18-22; 8:45 am]
BILLING CODE 4910-13-P
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