[Federal Register Volume 76, Number 214 (Friday, November 4, 2011)]
[Rules and Regulations]
[Pages 68301-68304]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-28355]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-1182; Directorate Identifier 2010-SW-010-AD;
Amendment 39-16853; AD 2011-23-02]
RIN 2120-AA64
Airworthiness Directives; Bell Helicopter Textron, Inc. (Bell),
Model 205A-1, 205B, 210, and 212 Helicopters
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment supersedes an existing airworthiness directive
(AD) for Bell Model 205B and 212 helicopters with certain main rotor
blade (blade) assemblies installed. That AD currently requires washing
the upper and lower surfaces of each blade and visually inspecting the
grip plates, doublers, and the remaining upper and lower surfaces of
the blades in the area between blade stations 24.5 to 40 for an edge
void, corrosion, or a crack. This amendment retains the requirements of
that AD for the affected part-numbered blades but increases the scope
and frequency of the inspections and expands the applicability to
include the Model 205A-1 and 210 helicopters, additional blade part
numbers, and all helicopter serial numbers for the affected helicopter
models. This amendment also requires applying a light coat of
preservative oil (C-125) to all surfaces of the blade in addition to
the inspection areas as required in the existing AD. This amendment is
prompted by an additional report of a fatigue crack on a blade
installed on a Model 212 helicopter. The actions specified by this AD
are intended to detect an edge void, corrosion, or a crack on a blade,
and to prevent loss of a blade and subsequent loss of control of the
helicopter.
DATES: Effective November 21, 2011.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of November 21, 2011.
We must receive comments on this AD by January 3, 2012.
ADDRESSES: Use one of the following addresses to comment on this AD.
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: (202) 493-2251.
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: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
You may get the service information identified in this AD from Bell
Helicopter Textron, Inc., P.O. Box 482, Fort Worth, TX 76101, telephone
(817) 280-3391, fax (817) 280-6466, or at http://www.bellcustomer.com/files/.
Examining the Docket: You may examine the docket that contains the
AD, any comments, and other information on the Internet at http://www.regulations.gov, or in person at the 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 receipt.
FOR FURTHER INFORMATION CONTACT: Michael Kohner, Aviation Safety
Engineer, FAA, Rotorcraft Directorate, Rotorcraft Certification Office,
2601 Meacham Blvd., Fort Worth, Texas 76137, telephone (817) 222-5170,
fax (817) 222-5783.
SUPPLEMENTARY INFORMATION: On December 21, 2009, we issued AD 2010-03-
03, Amendment 39-16186 (75 FR 5681, February 4, 2010), to require at
specified intervals washing the upper and lower surfaces of each blade
and visually inspecting the grip plates, doublers, and the remaining
upper and lower surfaces of the blades in the area from blade stations
24.5 to 40 for an edge void, corrosion, or a crack using a 3x power or
higher magnifying glass. That AD was prompted by two reports of fatigue
cracks on blades installed on Model 212 helicopters. The cause of the
cracks has been attributed to inadequate adhesive bonding during
manufacture in the area between the grip plate and mating doubler
surface. A crack first appears in the grip plate, which can be detected
visually with the blade installed on the helicopter. That condition, if
not detected, could result in loss of a blade and subsequent loss of
control of the helicopter.
Since issuing AD 2010-03-03 (75 FR 5681, February 4, 2010), we have
received another report of a fatigue crack on a blade installed on a
Model 212 helicopter. The crack at the blade
[[Page 68302]]
attachment bolt hole has been attributed to a large disbond, which
developed in the adhesive between the lower grip plate and mating
doubler. The lower grip plate was not cracked. The disbond initiated at
the tip of the grip plate and propagated to the blade attachment bolt
hole. Corrosion was found on the doubler suggesting an edge void was
present for an extended amount of time and went undetected by the
inspections being performed by the operator. Further analysis and
investigation by the manufacturer have revealed that the inspections on
the blade as required by the current AD need to be expanded and
performed at an increased frequency and on additional part-numbered
blades of similar design and manufacture, which can also be installed
on the Model 210 and 212 helicopters.
We have also determined that blade part numbers listed in the
current AD may also be installed on Model 205A-1 helicopters modified
in accordance with Supplemental Type Certificate (STC) No. SH5132NM or
SH5976NM. The affected blade can also be installed on all helicopter
serial numbers for the affected helicopter models. Therefore, this
amendment retains the same requirements as AD 2010-03-03 (75 FR 5681,
February 4, 2010) for the affected part-numbered blades but increases
the scope and frequency of the inspections and expands the
applicability to include the Model 205A-1 and 210 helicopters,
additional blade part numbers, and all helicopter serial numbers for
the affected helicopter models. Finally, after further investigation,
we discovered the requirement of the current AD to apply the oil only
to the specified inspection areas was not the original intent of the
AD. Therefore, this AD also requires applying a light coat of
preservative oil (C-125) to all surfaces of the blade to prevent
corrosion from the process of washing the blade surfaces in preparation
for the inspections in addition to those areas as required in the
current AD.
We have reviewed Bell Helicopter Alert Service Bulletin (ASB) No.
205B-08-51 and ASB No. 212-08-130, both Revision B and dated January
11, 2011, applicable to Model 205B and Model 212 helicopters,
respectively, and ASB No. 210-08-03, Revision B, dated January 10,
2011, applicable to Model 210 helicopters, which describe procedures
for initial and repetitive inspections of certain part-numbered blades
on certain serial-numbered helicopters for signs of an edge void,
corrosion, or a crack, including a hair-line crack in the blade paint
finish in the inspection area as shown in Figure 1 of the ASBs between
blade stations 24.5 and 85.
This AD differs from the ASBs as follows:
We specifically require only wiping each of the bond lines
at the edges of both grip plates and each of the layered doublers (bond
lines) on the upper and lower surfaces of each affected blade with an
alcohol-soaked cloth. This is required immediately before performing a
visual inspection using a 3x or higher magnifying glass and a bright
light to detect an edge delamination along any of the bond lines. This
was done to avoid any possible confusion with having to wipe the entire
surface blade area from blade station 24.5 to 85, which could make
performing a reliable inspection difficult. The ASBs state to ``wipe
the area to be inspected with an alcohol-soaked cloth.''
The ASBs use the phrase ``bond lines between doublers,
grip plates, and skin'' to describe the bond lines, and we use ``bond
lines at the edges of both grip plates and each of the layer
doublers.''
The ASBs use the phrase ``cracks in the bond lines between
doublers or grip plates'' to describe a separation of the doubler or
grip plate along an edge, and we use the term ``edge delamination.''
We do not specify each helicopter serial number (S/N) in
our AD; the ASBs do specify the helicopter S/Ns.
Since an unsafe condition has been identified that is likely to
exist or develop on other helicopters of these same type designs, this
AD supersedes AD 2010-03-03 (75 FR 5681, February 4, 2010), retaining
the same requirements for the affected part-numbered blades but
increasing the scope and frequency of the inspections and expanding the
applicability to include the Model 205A-1 and 210 helicopters,
additional blade part numbers, and all helicopter serial numbers for
the affected helicopter models.
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 AD must be issued immediately to require the following actions
within 25 hours time-in-service (TIS) and thereafter at intervals not
to exceed 25 hours TIS:
Washing the upper and lower blade surfaces using a
solution of cleaning compound (C-318) and water.
Visually inspecting each of the upper and lower grip
plates and doublers of the blade for their entire length and chord
width for an edge void, any corrosion, or a crack.
Wiping each of the bond lines at the edges of both grip
plates and each of the layered doublers (bond lines) on the upper and
lower surfaces of each affected blade with an alcohol-soaked cloth (C-
385) in the area from blade stations 24.5 to 85.
Immediately thereafter, using a 3x power or higher
magnifying glass and a bright light, visually inspecting each of the
bond lines on the upper and lower surfaces of the blade in the
inspection area for any edge delamination, as indicated by a dark line
located along any bond line, or a crack in the paint finish.
Applying a light coat of preservative oil (C-125) to all
surfaces of the blade.
Removing paint from areas in which an edge delamination
along any bond line of a grip plate or doubler, or a crack in the blade
paint finish is discovered, by sanding with 180-220 grit paper to
determine if an edge void or a crack exists in the blade.
Replacing any blade that has a crack in any grip plate or
doubler with an airworthy blade.
Replacing any blade that has an edge void or any corrosion
with an airworthy blade or repairing the blade if the damage is within
the maximum repair damage limits. The maximum repair damage limitations
are contained in the applicable Component and Repair Overhaul Manual.
Replacing any blade that has a crack in the blade skin
with an airworthy blade, or repairing the blade if the damage is within
the maximum repair damage limits.
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 132 helicopters in the U.S.
registry. We also estimate that washing and visually inspecting each
blade will take about 1 work hour. If an edge void, corrosion, or a
crack is found, replacing a blade with an airworthy blade will take
about 24 work hours. The average labor rate is $85 per work hour.
Required parts will cost about $85,597 for a replacement blade. Based
on these figures, we estimate the total cost of the AD on U.S.
operators to be $356,917, assuming that 24 inspections are done each
year on each helicopter and that 1 blade is replaced.
Comments Invited
This AD is a final rule that involves requirements affecting flight
safety, and
[[Page 68303]]
we did not precede it by notice and an opportunity for public comment.
We invite you to send any written relevant data, views, or arguments
regarding this AD. Send your comments to an address listed under the
ADDRESSES section. Include the docket number ``FAA-2011-1182;
Directorate Identifier 2010-SW-010-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://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive concerning this AD. Using the search function of the 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);
3. Will not affect intrastate aviation in Alaska to the extent that
it justifies making a regulatory distinction; and
4. 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 AD docket 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
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 removing Airworthiness Directive (AD)
2010-03-03; Amendment 39-16186 (75 FR 5681, February 4, 2010), and by
adding a new AD to read as follows:
2011-23-02 Bell Helicopter Textron, Inc.: Amendment 39-16853; Docket
No. FAA-2011-1182; Directorate Identifier 2010-SW-010-AD. Supersedes
AD 2010-03-03, Amendment 39-16186 (75 FR 5681, February 4, 2010),
Docket No. FAA-2010-0065, Directorate Identifier 2009-SW-01-AD.
Applicability: Model 205A-1, 205B, 210 and 212 helicopters with
a main rotor blade (blade), part number (P/N) 204-012-001-023 or -
033; 210-015-001-101; 212-015-501-005, -111, -113, -115, -117, -119,
or -121, installed, certificated in any category.
Note 1: Bell Helicopter Model 205A-1 helicopters, modified by
Supplemental Type Certificate (STC) No. SH5132NM or SH5976NM, may
have affected part-numbered blades installed.
Compliance: Required as indicated.
To detect an edge void, corrosion, or a crack on a blade, to
prevent the loss of a blade and subsequent loss of control of the
helicopter, do the following:
(a) Within 25 hours time-in-service (TIS), unless accomplished
previously, and thereafter at intervals not to exceed 25 hours TIS:
(1) Wash the upper and lower surfaces of each affected blade
with a solution of cleaning compound (C-318) and water. Rinse
thoroughly and wipe dry.
(2) Visually inspect each of the upper and lower grip plates and
doublers of the blade for their entire length and chord width for an
edge void, any corrosion, or a crack. Pay particular attention to
any crack in the paint finish near or at a bond line that follows
the outline of a grip plate or doubler.
Note 2: The inspections required by paragraphs (a)(2) and
(a)(4) of this AD do not require removal of the blades from the main
rotor hub and can be accomplished while the blades are installed on
the helicopter.
(3) Wipe each of the bond lines at the edges of both grip plates
and each of the layered doublers (bond lines) on the upper and lower
surfaces of each affected blade with an alcohol-soaked cloth (C-385)
in the area from blade stations 24.5 to 85 (inspection area) as
depicted in Figure 1 of Bell Helicopter Alert Service Bulletin (ASB)
No. 205B-08-51 for the Model 205B helicopters or ASB No. 212-08-130
for the Model 212 helicopters (and the Model 205A-1 helicopters),
both Revision B, and both dated January 11, 2011; or ASB No. 210-08-
03, Revision B, dated January 10, 2011, for the Model 210
helicopters, as appropriate for your model helicopter. Wipe dry with
a clean cloth.
(4) Immediately after accomplishing paragraph (a)(3) of this AD,
using a 3x power or higher magnifying glass and a bright light,
visually inspect each of the bond lines on the upper and lower
surfaces of the blade in the inspection area for any edge
delamination, as indicated by a dark line located along any bond
line, or a crack in the paint finish. An edge delamination is
defined as a separation of the detail parts along an edge.
Note 3: An edge delamination along the edge of a grip plate or
doubler, or ``any potential cracks in the bond lines between
doublers or grip plates'' as described in the ASBs, is indicated by
the presence of excess alcohol bleeding out of an edge void. The
excess alcohol in the void will appear as a dark line along the bond
line. A crack in the paint finish which follows the outline of a
grip plate or doubler may indicate a possible edge void.
(5) If there is no edge void, corrosion, crack, an edge
delamination, or a crack in the paint finish, apply a light coat of
preservative oil (C-125) to all surfaces of the blade.
(b) Before further flight:
(1) If there is any edge delamination along any bond line of a
grip plate or doubler, or a crack in the paint finish:
(i) Remove the paint in the affected area by lightly sanding
with 180-220 grit paper in a span-wise direction to determine if
there is an edge void, or if the grip plate, doubler, or skin is
cracked. If any parent material is removed during the sanding
operation, replace the blade with an airworthy blade or repair the
blade if the amount of parent material removed is within the maximum
repair damage limits.
Note 4: The maximum repair damage limits are contained in the
applicable Component and Repair Overhaul Manual.
(ii) If there is an edge void, determine the depth and length
using a .0015 inch feeler gauge.
[[Page 68304]]
(iii) If there is an edge void in a grip plate or doubler near
the outboard tip, tap inspect the affected area to determine the
size and shape of the void.
(iv) Repair the blade if the edge void is within the maximum
repair damage limits or replace the blade with an airworthy blade.
(v) If there is not an edge void or a crack, refinish the sanded
area.
(2) If there is a crack in any grip plate or doubler, replace
the blade with an airworthy blade.
(3) If there is a crack in the blade skin, replace the blade
with an airworthy blade, or repair the blade if the damage is within
the maximum repair damage limits.
(4) If there is any corrosion, replace the blade with an
airworthy blade or repair the blade if the damage is within the
maximum repair damage limits.
(c) 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, Rotorcraft Certification Office, Attn: Michael
Kohner, Aviation Safety Engineer, FAA, Rotorcraft Directorate, 2601
Meacham Blvd., Fort Worth, Texas 76137, telephone (817) 222-5170,
fax (817) 222-5783, for information about previously approved
alternative methods of compliance.
(d) The inspection area is depicted in Figure 1 of Bell
Helicopter Alert Service Bulletin No. 205B-08-51 or No. 212-08-130,
both Revision B, and both dated January 11, 2011; or No. 210-08-03,
Revision B, dated January 10, 2011. The incorporation by reference
of these documents 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, TX 76101, telephone (817) 280-3391, fax (817) 280-
6466, or at http://www.bellcustomer.com/files/. 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.
Joint Aircraft System/Component (JASC) Code
(e) The JASC Code is 6210: Main Rotor Blades.
(f) This amendment becomes effective on November 21, 2011.
Issued in Fort Worth, Texas, on October 21, 2011.
Lance T. Gant,
Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 2011-28355 Filed 11-3-11; 8:45 am]
BILLING CODE 4910-13-P