AD 2011-03-02

AD Final Rules - 2011-03-02.pdf
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AD Number:
2011-03-02
Document Type:
AD Final Rules
Docket Number:
FAA-2010-0891
Subject Heading:
Airworthiness Directives; EUROCOPTER FRANCE Model SA330F, SA330G, and SA330J Helicopters
Subject:
Rotors Flight Control
Status:
Current
Citation:
Federal Register: March 10, 2011 (Volume 76, Number 47)
Citation Publish Date:
03/10/2011
Effective Date:
04/14/2011
Make:
Airbus Helicopters
Model:
SA330F | SA330G | SA330J
Product Type:
Aircraft
Product Subtype:
Rotorcraft
Affected AD:
Superseded AD:
Affected By:
Superseded By:
Service/Office:
Office of Primary Responsibility:
CFR Part Reference:
Part 39
Comments:
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[Federal Register Volume 76, Number 47 (Thursday, March 10, 2011)]


[Rules and Regulations]


[Pages 13063-13065]


From the Federal Register Online via the Government Printing Office [www.gpo.gov]


[FR Doc No: 2011-4466]


––––––––––––––––––––––––––––––––––


DEPARTMENT OF TRANSPORTATION


Federal Aviation Administration


14 CFR Part 39


[Docket No. FAA-2010-0891; Directorate Identifier 2009-SW-055-AD; Amendment 39-16585,


AD 2011-03-02]


RIN 2120-AA64


Airworthiness Directives; EUROCOPTER FRANCE Model SA330F, SA330G, and SA330J


Helicopters


AGENCY:
 
Federal Aviation Administration (FAA), Department of Transportation (DOT).


ACTION:
 
Final rule.


––––––––––––––––––––––––––––––––––


SUMMARY:
 
We are adopting a new airworthiness directive (AD) for the products listed above. This


AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation


authority of another country to identify and correct an unsafe condition on an aviation product. The


MCAI describes the unsafe condition as:


While adjusting the position of the pedal unit on a SA 330 helicopter, the copilot set


the position beyond the end limit (''tall pilot'' position). This resulted in the separation


of the pedal adjustment system and the pedals rocking forward.


After investigation, it was determined that the Loctite bond on the ''tall pilot'' stop nut


was damaged, most likely due to aging of the adhesive. The nut came loose and could


no longer perform its stop function. The threaded rod of the adjustment system


separated from the system.


The separation of the adjustment system, if not corrected, could result in the loss of


control of the pedal units, causing the helicopter to begin rotating.


We are issuing this AD to require actions to correct the unsafe condition on these products.


DATES:
 
This AD becomes effective April 14, 2011.


On April 14, 2011, the Director of the Federal Register approved the incorporation by reference


of certain publications listed in this AD.


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FOR FURTHER INFORMATION CONTACT:
 
Gary B. Roach, Aerospace Engineer, FAA,


Rotorcraft Directorate, 2601 Meacham Blvd., Fort Worth, Texas 76137; telephone: (817) 222-5130;


fax: (817) 222-5961.


SUPPLEMENTARY INFORMATION:


Discussion


We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD


that would apply to the specified products. That NPRM was published in the Federal Register on


September 13, 2010 (75 FR 55492). That NPRM proposed to correct an unsafe condition for the


specified products. The MCAI states:


While adjusting the position of the pedal unit on a SA 330 helicopter, the copilot set


the position beyond the end limit (''tall pilot'' position). This resulted in the separation


of the pedal adjustment system and the pedals rocking forward.


After investigation, it was determined that the Loctite bond on the ''tall pilot'' stop nut


was damaged, most likely due to aging of the adhesive. The nut came loose and could


no longer perform its stop function. The threaded rod of the adjustment system


separated from the system.


The separation of the adjustment system, if not corrected, could result in the loss of


control of the pedal units, causing the helicopter to begin rotating.


For the reasons described above, this Emergency AD requires a one-time functional


test and modification (MOD 330A779820.00) of the pedal unit adjustment system.


Comments


We gave the public the opportunity to participate in developing this AD. We received no


comments on the NPRM or on the determination of the cost to the public.


Conclusion


We reviewed the available data and determined that air safety and the public interest require


adopting the AD as proposed.


Differences Between This AD and the MCAI or Service Information


We have reviewed the MCAI and related service information and, in general, agree with their


substance. But we might have found it necessary to use different words from those in the MCAI to


ensure the AD is clear for U.S. operators and is enforceable. In making these changes, we do not


intend to differ substantively from the information provided in the MCAI and related service


information.


We might also have required different actions in this AD from those in the MCAI in order to


follow FAA policies. Any such differences are highlighted in a NOTE within the AD.


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