AD 2002-08-54

[Federal Register Volume 67, Number 151 (Tuesday, August 6, 2002)]
[Rules and Regulations]
[Pages 50793-50799]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 02-19486]



[[Page 50793]]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-SW-22-AD; Amendment 39-12835; AD 2002-08-54]
RIN 2120-AA64


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

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

-----------------------------------------------------------------------

SUMMARY: This document publishes in the Federal Register an amendment 
adopting Emergency Airworthiness Directive (EAD) 2002-08-54, which was 
sent previously to all known U.S. owners and operators of the specified 
Bell Helicopter Textron Canada (BHTC) model helicopters by individual 
letters. This AD requires a visual check of each main rotor grip 
assembly (grip) and pitch horn at specified intervals and a visual 
inspection using a 10-power or higher magnifying glass of each affected 
grip and pitch horn for a crack at specified intervals. If a crack is 
found, this AD requires replacing each unairworthy grip or pitch horn 
with an airworthy part before further flight. This AD is prompted by 
three reports each of a fatigue crack in the grip and pitch horn found 
during routine inspection of the rotor head. This condition, if not 
detected, could result in failure of the grip or pitch horn and 
subsequent loss of control of the helicopter.

DATES: Effective August 21, 2002, to all persons except those persons 
to whom it was made immediately effective by Emergency AD 2002-08-54, 
issued on May 2, 2002, which contained the requirements of this 
amendment.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of August 21, 2002.
    Comments for inclusion in the Rules Docket must be received on or 
before October 7, 2002.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Office of the Regional Counsel, Southwest Region, 
Attention: Rules Docket No. 2002-SW-22-AD, 2601 Meacham Blvd., Room 
663, Fort Worth, Texas 76137. You may also send comments electronically 
to the Rules Docket at the following address: <a href="/cdn-cgi/l/email-protection#5d64703c2e2a703c393e3230303833292e1d3b3c3c733a322b"><span class="__cf_email__" data-cfemail="b38a9ed2c0c49ed2d7d0dcdeded6ddc7c0f3d5d2d29dd4dcc5">[email&#160;protected]</span></a>.
    The applicable service information may be obtained from Bell 
Helicopter Textron Canada, 12,800 Rue de l'Avenir, Mirabel, Quebec 
J7J1R4, telephone (450) 437-2862 or (800) 363-8023, fax (450) 433-0272. 
This information may be examined at the FAA, Office of the Regional 
Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, 
Texas; or at the Office of the Federal Register, 800 North Capitol 
Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Charles Harrison, Aviation Safety 
Engineer, FAA, Rotorcraft Directorate, Rotorcraft Standards Staff, Fort 
Worth, Texas 76193-0110, telephone (817) 222-5128, fax (817) 222-5961.

SUPPLEMENTARY INFORMATION: On May 2, 2002, the FAA issued EAD 2002-08-
54, for the specified BHTC model helicopters, which requires visually 
checking and subsequently inspecting each affected grip and pitch horn 
for a crack at specified intervals. If a crack is found, the EAD 
requires replacing each unairworthy grip or pitch horn with an 
airworthy part before further flight. That action was prompted by three 
reports each of a fatigue crack in the grip and pitch horn found during 
routine inspection of the rotor head. When EAD 2002-08-54 was mailed to 
all known U.S. owners and operators of the specified model helicopters, 
two hidden text boxes were inadvertently shown in Figure 2. However, a 
correction to EAD 2002-08-54 was mailed on May 6, 2002, which removed 
the text boxes labeled ``Inspection Area'' and ``Grip Assembly'' from 
Figure 2.
    The FAA has reviewed Bell Helicopter Textron Canada (BHTC) Alert 
Service Bulletin Nos. 222U-02-64, 222-02-93, and 230-02-26, all dated 
April 1, 2002, which describe procedures for checking and inspecting 
each grip and pitch horn with more than 1250 hours time-in-service 
since new for a crack.
    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 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-2002-23, dated April 2, 2002, 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 unsafe condition is likely to exist or develop on other 
helicopters of the same type designs. Therefore, the FAA issued EAD 
2002-08-54 to prevent failure of the grip or pitch horn and subsequent 
loss of control of the helicopter. The AD requires, 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, 
this AD requires replacing each unairworthy grip or pitch horn with an 
airworthy part before further flight. The actions must be accomplished 
in accordance with the alert service bulletins described previously. 
The short compliance time involved is required because the previously 
described critical unsafe condition can adversely affect the 
controllability and structural integrity of the helicopter. Therefore, 
visually checking each affected grip and pitch horn for a crack and 
replacing any unairworthy part are required before further flight, and 
this AD must be issued immediately.
    An owner/operator (pilot) may perform the visual check required by 
this 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.
    Since it was found that immediate corrective action was required, 
notice and opportunity for prior public comment thereon were 
impracticable and contrary to the public interest, and good cause 
existed to make the AD effective immediately by individual letters 
issued on May 2, 2002, to all known U.S. owners and operators of BHTC 
Model 222, 222B, 222U, and 230 helicopters. These conditions still 
exist, and the AD is hereby published in the Federal Register as an 
amendment to 14 CFR 39.13 to make it effective to all persons. A minor 
editorial correction is made to add a colon at the end of paragraph 
(a)(3) of this AD. This change neither increases the economic burden

[[Page 50794]]

on any operator nor increases the scope of the AD.
    The FAA estimates that 107 helicopters of U.S. registry will be 
affected by this AD, that it will take approximately 20.5 work hours 
per helicopter per year to accomplish the required actions, and that 
the average labor rate is $60 per work hour. Required parts will cost 
approximately $51,735 for one configuration and $22,504 for the other 
configuration if a crack is found. Based on these figures, the total 
cost impact of the AD on U.S. operators is estimated to be $131,610 
assuming no cracked parts are found.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this 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 under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available in the Rules Docket for examination by interested persons. A 
report that summarizes each FAA-public contact concerned with the 
substance of this AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their mailed 
comments submitted in response to this rule must submit a self-
addressed, stamped postcard on which the following statement is made: 
``Comments to Docket No. 2002-SW-22-AD.'' The postcard will be date 
stamped and returned to the commenter.
    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.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, may be obtained from the Rules Docket at the 
location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    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

    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 adding a new airworthiness directive 
to read as follows:

2002-08-54  Bell Helicopter Textron Canada: 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 grip assembly    With pitch horn
                 Model                        With hub assembly P/N               P/N            assembly P/N
----------------------------------------------------------------------------------------------------------------
(1) 222 or 222B........................  222-011-101-103, -105, -107, or     222-010-104-105     222-011-104-101
                                          -109.                              222-012-104-101     222-012-102-101
                                         222-012-101-103, or -107.......
(2) 222U...............................  222-011-101-105, -107, or -109.     222-010-104-105     222-011-104-101
                                         222-012-101-103, OR -107.......     222-012-104-101     222-012-102-101
(3)....................................  222-012-101-105, or -109.......     222-012-104-101     222-012-102-101
----------------------------------------------------------------------------------------------------------------


    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 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 1250 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:
BILLING CODE 4910-13-P

[[Page 50795]]

[GRAPHIC] [TIFF OMITTED] TR06AU02.002

    (2) Visually check both main rotor grips for a crack, paying 
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. Check the area to at least 3 inches beyond the 
grip/pitch and grip/blade contact areas as shown in Figure 2 of this 
AD:

[[Page 50796]]

[GRAPHIC] [TIFF OMITTED] TR06AU02.003

    (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:

[[Page 50797]]

[GRAPHIC] [TIFF OMITTED] TR06AU02.004


[[Page 50798]]


[GRAPHIC] [TIFF OMITTED] TR06AU02.005

    (4) An owner/operator (pilot) may perform the visual check 
required by this 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.
    (b) Within 7 days or 10 hours TIS, whichever occurs first, and 
thereafter at intervals not to exceed 25 hours TIS, using a 10-power 
or higher magnifying glass, visually inspect each grip and pitch 
horn for a crack in accordance with the Accomplishment Instructions, 
Part II, paragraphs 1 and 2, of Bell Helicopter Textron Alert 
Service Bulletin Nos. 222U-02-64, 222-02-93, and 230-02-26, all 
dated April 1, 2002, as applicable.
    (c) If a crack is found, replace the unairworthy grip or pitch 
horn with an airworthy part 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, Regulations Group, FAA. Operators 
shall submit their requests through an FAA Principal Maintenance 
Inspector, who may concur or comment and then send it to the 
Manager, Regulations Group.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Regulations Group.

    (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 inspection requirements of paragraph (b) of this AD can be 
accomplished.

[[Page 50799]]

    (f) The inspection shall be done in accordance with the 
Accomplishment Instructions, Part II, paragraphs 1 and 2, of Bell 
Helicopter Textron Alert Service Bulletin Nos. 222U-02-64, 222-02-
93, and 230-02-26, all dated April 1, 2002, as applicable. This 
incorporation by reference was approved by the Director of the 
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 
51. Copies may be obtained from Bell Helicopter Textron Canada, 
12,800 Rue de l'Avenir, Mirabel, Quebec J7J1R4, telephone (450) 437-
2862 or (800) 363-8023, fax (450) 433-0272. 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 Office of the 
Federal Register, 800 North Capitol Street, NE., suite 700, 
Washington, DC.
    (g) This amendment becomes effective on August 21, 2002, to all 
persons except those persons to whom it was made immediately 
effective by Emergency AD 2002-08-54, issued May 2, 2002, which 
contained the requirements of this amendment.

    Note 3: 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 July 25, 2002.
Eric Bries,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 02-19486 Filed 8-5-02; 8:45 am]
BILLING CODE 4910-13-P