AD 2003-01-04

[Federal Register Volume 68, Number 10 (Wednesday, January 15, 2003)]
[Rules and Regulations]
[Pages 1955-1961]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 03-328]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-SW-14-AD; Amendment 39-13015; AD 2003-01-04]
RIN 2120-AA64


Airworthiness Directives; Bell Helicopter Textron, Inc. Model 
204B, 205A, 205A-1, 205B and 212 Helicopters

AGENCY: Federal Aviation Administration, DOT.

[[Page 1956]]


ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) for 
the specified Bell Helicopter Textron Inc. (BHTI) model helicopters. 
This action requires conducting various inspections associated with the 
main rotor grip (grip). If a crack is found, this AD requires replacing 
the grip before further flight. If delamination of the buffer pad on 
the grip tang inner surface is found, this AD requires inspecting the 
grip surface for corrosion or other damage and repairing or replacing 
the grip if corrosion or other damage is found. This AD also requires 
determining and recording the hours time-in-service (TIS) and the 
engine start/stop cycles for each grip on a component history card or 
equivalent record. Also, this action requires reporting certain 
inspection results and information to the FAA. This amendment is 
prompted by the discovery of 13 grips that cracked in the lower tang, 
three of which cracked in flight. The actions specified by this AD are 
intended to prevent failure of a grip, separation of a main rotor 
blade, and subsequent loss of control of the helicopter.

DATES: Effective January 30, 2003.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of January 30, 2003.
    Comments for inclusion in the Rules Docket must be received on or 
before March 17, 2003.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Office of the Regional Counsel, Southwest Region, 
Attention: Rules Docket No. 2002-SW-14-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#556c78342622783431363a3838303b2126153334347b323a23"><span class="__cf_email__" data-cfemail="6a53470b191d470b0e090507070f041e192a0c0b0b440d051c">[email&#160;protected]</span></a>.
    The service information referenced in this AD may be obtained from 
Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101, 
telephone (817) 280-3391, fax (817) 280-6466. 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: Michael Kohner, Aviation Safety 
Engineer, FAA, Rotorcraft Directorate, Rotorcraft Certification Office, 
Fort Worth, Texas 76193-0170, telephone (817) 222-5447, fax (817) 222-
5783.

SUPPLEMENTARY INFORMATION: This amendment adopts a new AD for the 
specified BHTI model helicopters. This AD is prompted by 3 in-flight 
grip failures and 2 recent incidents of cracked grips discovered during 
a 1200-hour inspection and on a scheduled 2400-hour overhaul, which 
brings the total to 13 grips that have cracked in the lower tang. The 
two recent cracks originated in the lower tang blade bolt bore. No 
anomalies or damage to the blade, blade bolt bore, or buffer pad tang 
surface was found. Cracking for all of the grips has been attributed to 
mechanical damage from improper blade bolt bushing installation, 
improper rework of the buffer pad tang surface, or subsurface fatigue 
damage. All of the fatigue cracks have occurred on grips, part number 
(P/N) 204-011-121-009 and -121, installed on BHTI Model 212 
helicopters; P/N 204-011-121-005, -009, and -113 are also very similar 
in design. Based on the failures that have occurred on grips, P/N 204-
011-121-009 and -121, the manufacturer performed a fatigue analysis on 
grip, P/N 204-011-121-117, and discovered that the assigned life limit 
was inaccurate.
    Hence, the FAA has determined that the other similarly-designed 
grips that are subjected to the same forces and loads as well as those 
grips adversely impacted by the inaccurate life limit may be 
susceptible to the same fatigue cracking as occurred on the Model 212 
helicopter. Therefore, in addition to the repetitive ultrasonic (UT) 
inspection required for the Model 212 helicopter, the UT inspection 
also needs to be performed on the Model 204B, 205A, and 205A-1 
helicopters with grip, P/N 204-011-121-117, installed. Additionally, 
when the service life for grips, P/N 201-011-121-005, -113, and -117, 
was established, we did not anticipate that these grips would be 
installed on the Model 205B helicopters, which has a higher power 
rating that is equivalent to the power rating of the twin-engine Model 
212 helicopter. Operations at the higher power rating cause additional 
fatigue stresses on those grips installed on the Model 205B helicopter. 
Further, Supplemental Type Certificate (STC) SH5132NM, in part, allows 
the installation of grips, P/N 204-011-121-009 and -121, on the Model 
205A-1 helicopter. This STC also allows the installation of additional 
dynamic components, including heavier main rotor blades, which add 
greater fatigue stresses to the P/N 204-011-121-009 and -121 grips. The 
actions specified in this AD are intended to prevent failure of a grip, 
separation of a main rotor blade, and subsequent loss of control of the 
helicopter.
    The FAA has reviewed the following BHTI service information:
    [sbull] Operations Safety Notices 204-85-6, 205-85-9, and 212-85-13 
all dated November 14, 1985.
    [sbull] Alert Service Bulletin (ASB) 212-94-92, Revision A, dated 
March 13, 1995, which describes procedures for inspection and overhaul 
requirements of certain grips.
    [sbull] ASB's 212-02-116, Revision A, dated October 30, 2002, and 
205B-02-39, Revision B, dated November 22, 2002, which specify a UT 
inspection of certain grips; and the attached Nondestructive Inspection 
Procedure, Log No. 00-340, Revision E, dated April 9, 2002.
    A crack in a grip creates a critical unsafe condition. This unsafe 
condition is likely to exist or develop on other helicopters of these 
same type designs. Therefore, this AD is being issued to prevent 
failure of a grip, separation of a main rotor blade, and subsequent 
loss of control of the helicopter. This AD requires the following 
actions:
    [sbull] Within 10 hours TIS, determining and recording the hours 
TIS and the engine start/stop cycles for each grip on a component 
history card or equivalent record. On the single-engine model 
helicopters, one ``engine start/stop cycle'' occurs when the engine is 
started. On the Model 212 helicopter, one ``engine start/stop cycle'' 
occurs when either one or both engines are started. The intent is to 
add one ``engine start/stop cycle'' each time helicopter power starts 
the main rotor system turning.
    [sbull] Within 10 hours TIS and thereafter at intervals not to 
exceed 25 hours TIS, visually inspecting the exposed surfaces of the 
upper and lower tangs of each grip for a crack, using a 10-power or 
higher magnifying glass.
    [sbull] Initially and at specified intervals depending on the hours 
TIS or the engine start/stop cycles, whichever occurs first, conducting 
initial and repetitive UT inspections for the grips in accordance with 
the Nondestructive Inspection Procedure, Log No. 00-340, Revision E, 
dated April 9, 2002.
    [sbull] At intervals not to exceed 1200 hours or 24 months, 
whichever occurs first, inspecting each buffer pad on the tang inner 
surfaces for delamination and removing the buffer pad and inspecting 
the grip surface for corrosion and other damage if delamination is 
found.
    [sbull] Within 2400 hours TIS or at the next overhaul of the main 
rotor hub, whichever occurs first, and thereafter at

[[Page 1957]]

intervals not to exceed 2400 hours TIS, inspecting the surface of each 
grip for corrosion or other damage and conducting a fluorescent-
penetrant inspection of the grip for a crack.
    [sbull] Before further flight, replacing any grip with a crack, 
corrosion, or damage with an airworthy grip or repairing a grip with 
damage or corrosion if the damage or corrosion is within certain 
limits.
    [sbull] Reporting certain inspection results and information to the 
FAA in accordance with Appendix 1 of this AD.
    These AD actions are intended to be interim actions. The FAA is 
collecting data for further analysis to assist in determining 
appropriate terminating action.
    The UT inspection of the grip must be performed by a UT Level I 
Special, Level II, or Level III inspector, qualified under the 
guidelines established by MIL-STD-410E, ATA Specification 105, AIA-NAS-
410, or an FAA-accepted equivalent for qualification standards of 
Nondestructive Testing inspection/evaluation personnel. Recurrent 
training and examinations are part of the qualification requirements.
    The short compliance time involved is required because the 
previously described critical unsafe condition of cracking in the grips 
can adversely affect the controllability and structural integrity of 
the helicopter. Therefore, this AD requires, before 10 hours TIS, 
visually inspecting the exposed surfaces of each grip for a crack and, 
before further flight, replacing or repairing the grip, 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.
    The FAA estimates that this AD will affect 110 helicopters and that 
it will take approximately 7 work hours to create and maintain the 
records, 6.25 work hours to conduct the inspections, and 10 work hours 
to replace the grip, at an average labor rate of $60 per work hour. 
Required parts will cost approximately $18,390 per grip replaced. Based 
on these figures, the total cost impact of the AD on U.S. operators is 
estimated to be $315,330, assuming replacement of a total of 12 grips.

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-14-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 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:

2003-01-04 Bell Helicopter Textron, Inc.: Amendment 39-13015. Docket 
No. 2002-SW-14-AD.
    Applicability: The following model helicopters with the listed 
part number (P/N) installed, certificated in any category:

------------------------------------------------------------------------
            Model                   With main rotor grip (Grip) P/N
------------------------------------------------------------------------
(1) 205B.....................  204-011-121-005, -009, -113, -117, or -
                                121.
(2) 212......................  204-011-121-009 or -121.
(3) 204B.....................  204-011-121-005 if the grip was ever
                                installed on a Model 205B helicopter.
(4) 205A and 205A-1..........  204-011-121-005 or -113 if the grip was
                                ever installed on a Model 205B
                                helicopter.
(5) 204B, 205A, and 205A-1...  204-011-121-117.
(6) 205A-1...................  204-011-121-009 or -121 modified in
                                accordance with Supplemental Type
                                Certificate (STC) SH5132NM.
------------------------------------------------------------------------



[[Page 1958]]

    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 (h) 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 a grip, separation of a main rotor blade, 
and subsequent loss of control of the helicopter, accomplish the 
following:
    (a) Within 10 hours time-in-service (TIS), create a component 
history card or equivalent record and determine and record the total 
hours TIS for each grip. If the total hours TIS cannot be determined 
from the helicopter records, assume and record 900 hours TIS for 
each year the grip has been installed on any helicopter. Continue to 
count and record the hours TIS and begin to count and record the 
number of times the helicopter engine(s) are started (engine start/
stop cycles).
    (b) Within 10 hours TIS, and thereafter at intervals not to 
exceed 25 hours TIS, without removing the main rotor blades:
    (1) Clean the exposed surfaces of the upper and lower tangs of 
each grip with denatured alcohol. Wipe dry.
    (2) Using a 10-power or higher magnifying glass, visually 
inspect the exposed surfaces of the upper and lower tangs of each 
grip for a crack. Pay particular attention to the lower surface of 
each lower grip tang from the main rotor blade bolt-bushing flange 
to the leading and trailing edge of each grip tang. See Figure 1 as 
follows:
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[GRAPHIC] [TIFF OMITTED] TR15JA03.023


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    (c) Ultrasonic (UT) inspect each grip shown in the following table 
of this AD in accordance with the Bell Helicopter Textron, Inc. (BHTI) 
Nondestructive Inspection Procedure, Log No. 00-340, Revision E, dated 
April 9, 2002.

                                 Table 1
------------------------------------------------------------------------
                                                Thereafter, at intervals
                                                    not to exceed the
                                    Within 30    following hours TIS or
                                   days, for a    the engine start/stop
                                    Grip with   cycles, whichever occurs
       UT Inspect Grip P/N             the                first
                                    following  -------------------------
                                     or more                    Engine
                                    hours TIS    Hours TIS    start/stop
                                                                cycles
------------------------------------------------------------------------
(1) 204-011-121-009..............         4000          400         1600
(2) 204-011-121-121..............          500          150          600
(3) 204-011-121-005, or -113 if           4000          400         1600
 the grip was EVER installed on a
 Model 205B helicopter...........
(4) 204-011-121-117 if the grip           4000          150          600
 was NEVER installed on a Model
 205B helicopter.................
(5) 204-011-121-117 if the grip            500          150          600
 was EVER installed on a Model
 205B helicopter.................
(6) 204-011-121-009 if the grip           4000          400         1600
 is installed on a Model 205A-1
 helicopter modified in
 accordance with STC SH5132NM....
(7) 204-011-121-121 if the grip            500          150          600
 is installed on a Model 205A-1
 helicopter modified in
 accordance with STC SH5132NM....
------------------------------------------------------------------------

    The UT inspection of the grip must be performed by a Non-
Destructive Testing (NDT) UT Level I Special, Level II, or Level III 
inspector who is qualified under the guidelines established by MIL-STD-
410E, ATA Specification 105, AIA-NAS-410, or an FAA-accepted equivalent 
for qualification standards of NDT Inspection/Evaluation Personnel.

    Note 2: You can find the Nondestructive Inspection Procedure 
attached to BHTI Alert Service Bulletin (ASB) 205B-02-39, Revision 
B, dated November 22, 2002, or BHTI ASB 212-02-116, Revision A, 
dated October 30, 2002.

    (d) At intervals not to exceed 1200 hours TIS or 24 months, 
whichever occurs first:
    (1) Remove each main rotor blade, and
    (2) Inspect each grip buffer pad on the inner surfaces of each grip 
tang for delamination (see Figure 1 of this AD). If there is any 
delamination, remove the buffer pad and inspect the grip surface for 
corrosion or other damage.

    Note 3: This inspection interval coincides with the main rotor 
tension-torsion strap replacement times.

    (e) Within 2400 hours TIS or at the next overhaul of the main rotor 
hub, whichever occurs first, and thereafter at intervals not to exceed 
2400 hours TIS:
    (1) Remove each main rotor blade.
    (2) Remove each grip buffer pad (if installed) from the inner 
surfaces of each grip tang.
    (3) Inspect the grip surfaces for corrosion or other damage.
    (4) Fluorescent-penetrant inspect (FPI) the grip for a crack, 
paying particular attention to the upper and lower grip tangs. When 
inspecting grips, P/N 204-011-121-005, -09, and -113, pay particular 
attention to the leading and trailing edges of the grip barrel.

    Note 4: FPI procedures are contained in BHTI's Standard 
Practices Manual, BHT-ALL-SPM.

    (f) Before further flight:
    (1) Replace with an airworthy grip any grip with a crack.
    (2) Replace with an airworthy grip or repair, if within maximum 
repair damage limits, any grip with any corrosion or other damage.

    Note 5: The maximum repair damage limitations are found in the 
applicable Component and Repair Overhaul Manual.


    Note 6: BHTI Operations Safety Notice 204-85-6, 205-85-9 and 
212-85-13, all dated November 14, 1985, and BHTI ASB 212-94-92, 
Revision A, dated March 13, 1995, also pertain to the subject of 
this AD.

    (g) Within 24 hours for any grip found with a crack and within 7 
days for any grip inspected per paragraph (e) of this AD, report to the 
FAA Rotorcraft Certification Office the information requested in 
Appendix 1 to this AD. The information collection requirements of this 
AD have been approved by the Office of Management and Budget (OMB) 
under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 
3501 et seq.) and have been assigned OMB Control Number 2120-0056.
    (h) 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, Rotorcraft Certification Office, Rotorcraft 
Directorate, FAA. Operators shall submit their requests through an FAA 
Principal Maintenance Inspector, who may concur or comment and then 
send it to the Manager, Rotorcraft Certification Office.

    Note 7: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Rotorcraft Certification Office.

    (i) 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 
requirements of this AD can be accomplished.
    (j) The inspections shall be done in accordance with the Bell 
Helicopter Textron Nondestructive Inspection Procedures of Log No. 00-
340, Rev. E, dated April 9, 2002. 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, Inc., P.O. Box 482, Fort Worth, Texas 76101, 
telephone (817) 280-3391, fax (817) 280-6466. 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, NW., suite 700, Washington, 
DC.
    (k) This amendment becomes effective on January 30, 2003.

Appendix 1 to AD 2003-01-04

AD Compliance Inspection Report (Sample Format)

    Provide the following information and mail or fax it to: 
Manager, Rotorcraft Certification Office, Federal Aviation 
Administration, Fort Worth, Texas, 76193-0170, USA, Fax: 817-222-
5783.
Aircraft Registration No:
Helicopter Model:
Helicopter Serial Number:

[[Page 1961]]

Owner and Operator of the Helicopter:
Contact Phone Number:
Grip Part Number:
Grip Serial Number:
Grip Total Hours Time-in-Service (TIS) at Inspection:
Grip Hours TIS since Overhaul:
Grip Start/Stop Cycles and Associated Hours TIS since Last Reported:

Description of Findings

    Who performed the inspection?
    Date and location the inspection was performed:
    Crack Found (Y/N)? If yes, describe the crack size, location, 
orientation (provide a sketch or pictures with the grip part and 
serial numbers).
    Which inspection was being performed when the crack was 
discovered?
    Has the grip ever been installed on another model helicopter? If 
so, provide the models and associated hours.
    Provide any other comments.

    Issued in Fort Worth, Texas, on December 31, 2002.
David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.

[FR Doc. 03-328 Filed 1-14-03; 8:45 am]
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