APPLICABILITY: Model HH-1K, TH-1F, TH-1L, UH-1A, UH-1B, UH-1E, UH-1F,
UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation Model SW204,
SW204HP, SW205, and SW205A-1 helicopters, manufactured by Bell Helicopter
Textron, Inc. (BHTI) for the Armed Forces of the United States,
certificated in any category.
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 detect a crack in the skin of a tailboom assembly, tail rotor gearbox
support fitting, or vertical fin spar, which could cause failure of the
tailboom and loss of control of the helicopter, accomplish the following:
(a) Within 30 hours time-in-service (TIS), and thereafter at intervals not
to exceed 100 hours TIS:
(1) Visually inspect the tailboom assembly skin joint at Boom Station (BS)
194 for fretting, corrosion, loose or working rivets, or a crack.
Inspect 10 inches forward and 10 inches aft of BS 194 (BS 194 skin
joint area) as shown in the following Figure 1:
ILLUSTRATION (Figure 1)
NOTE 2: The tailboom skin joint at BS 194 is located at the bulkhead just
forward of the attachment area for the 42-degree tail rotor gearbox
assembly (42-degree gearbox) and the intersection between the vertical fin
forward canted bulkhead and the lower tailboom skin.
(2) Visually inspect the vertical fin forward spar caps (2) for a crack at
the intersection with the tail rotor gearbox support fitting.
Refer to Figure 1 of this AD.
(b) Before further flight, and thereafter at intervals not to exceed 500
hours TIS, radiographically inspect the BS 194 skin joint
area in accordance with the requirements of ASTM E 1742-00, MIL
-STD- 453C, or another FAA-accepted equivalent, for any tailboom
assembly with:
(1) Any fretting, corrosion, loose or working rivets, or a crack
in the BS 194 skin joint area; or
(2) 1,000 or more hours TIS.
(c) If a crack is found in any part, replace it with an airworthy part
before further flight. Repair any corrosion or other damage that
exceeds the limitations in the maintenance or overhaul manuals
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, 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 3: Information concerning the existence of approved alternative
methods of compliance with this AD, if any, may be obtained from the
Rotorcraft Certification Office.
(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
requirements of this AD can be accomplished.
Issued in Fort Worth, Texas, on February 6, 2003. David A. Downey,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 03-4480 Filed 2-25-03; 8:45 am]
DATES: Comments must be received on or before April 28, 2003.
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
14 CFR Part 39
[Docket No. 2002-SW-31-AD] RIN 2120-AA64
AIRWORTHINESS DIRECTIVES; Model HH-1K, TH-1F, TH-1L, UH-1A, UH- 1B, UH-1E,
UH-1F, UH-1H, UH-1L, and UH-1P; and Southwest Florida Aviation Model
SW204, SW204HP, SW205, and SW205A-1 Helicopters, Manufactured by Bell
Helicopter Textron, Inc. (BHTI) for the Armed Forces of the United States
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the supersedure of an existing
airworthiness directive (AD) that applies to specified type- certificated
military surplus helicopters. That AD currently requires visual and
radiographic inspections of the Boom Station (BS) 194 skin joint area and
the vertical fin spar caps for cracks or fretting. This action would
require those same actions, but would update the type certificate holder
names and add additional model helicopters to the applicability. This
proposal is prompted by the need to update the current type certificate
holders and to expand the applicability to additional military surplus
helicopters, and expand the inspection to include corrosion and loose or
working rivets. The actions specified by the proposed AD are intended to
detect a crack in the skin of a tailboom assembly, tail rotor gearbox
support fitting, or vertical fin spar, which could cause failure of the
tailboom and loss of control of the helicopter.
DATES: Comments must be received on or before April 28, 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-31-AD, 2601 Meacham Blvd., Room 663,
Fort Worth, Texas 76137. You may also send comments electronically to the
Rules Docket at the following address: 9-asw-adcomments@faa.gov.
Comments may be inspected at the Office of the Regional Counsel between 9
a.m. and 3 p.m., Monday through Friday, except Federal holidays.
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:
COMMENTS INVITED
Interested persons are invited to participate in the making of the
proposed 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 above.
All communications received on or before the closing date for comments
will be considered before taking action on the proposed rule. The
proposals contained in this document may be changed in light of the
comments received.
Comments are specifically invited on the overall regulatory, economic,
environmental, and energy aspects of the proposed rule. All comments
submitted will be available, both before and after the closing date
for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their mailed
comments submitted in response to this proposal must submit a self
- addressed, stamped postcard on which the following statement is
made: "Comments to Docket No. 2002-SW-31-AD." The postcard will be
date stamped and returned to the commenter.
DISCUSSION
On January 20, 1983, the FAA issued AD 83-03-03, Amendment 39-4556 (48
FR 6097, February 10, 1983), to require visually inspecting the
tailboom skin and vertical fin front spar cap, radiographically
inspecting the tailboom skin for cracks, and replacing cracked parts,
if necessary. That action was prompted by an accident in January 1982
involving a Model UH-1B helicopter. An investigation revealed tailboom
skin cracks, and a subsequent metallurgical examination revealed that
the cracks were caused by structural fatigue. The requirements of that
AD are intended to detect cracks and to prevent possible failure of
the tailboom and fin.
Since issuing that AD, the FAA has determined that there is a need to
expand the inspection to include corrosion and loose or working
rivets, update the type certificate holder names, and add additional
model helicopters to the applicability, specifically, the HH-1K, TH
-1F, TH-1L, and the Southwest Florida Aviation Model SW204 and SW205
series helicopters.
The unsafe condition identified in this proposal is likely to exist or
develop on other helicopters of the same type designs. Therefore, the
proposed AD would supersede AD 83-03-03 to require:
• Within 30 hours time-in-service (TIS), and thereafter at intervals
not to exceed 100 hours TIS, visually inspecting the BS 194 skin
splice for fretting, corrosion, loose or working rivets, or a crack
and visually inspecting the vertical fin forward spar caps for a crack
where it intersects with the tail rotor gearbox support fitting.
• Before further flight and thereafter at intervals not to exceed 500
hours TIS, for a tailboom assembly found to have any fretting,
corrosion, loose or working rivets, or a crack, or for a tailboom
assembly with 1,000 or more hours TIS, radiographically inspecting the
tailboom at the BS 194 splice joint. The radiographic inspection must
be accomplished by an appropriately-rated person or facility
authorized to perform this type of inspection. The radiographic
inspection must be performed in accordance with the requirements of
ASTM E 1742-00, MIL-STD-453C, or another FAA-accepted equivalent. MIL
-STD-453C has been cancelled by the issuing agency, however, at this
time, the FAA continues to accept its usage.
• Before further flight, replacing any part in which a crack is found,
or repairing any corrosion or other damage that exceeds the
limitations in the maintenance and overhaul manuals.
The FAA estimates that 75 helicopters of U.S. registry would be
affected by this proposed AD, and that it would take approximately 4
work hours per helicopter to accomplish the visual inspections, and
that the average labor rate is $60 per work hour. It is estimated that
the cost of the radiographic inspection would be $850 per inspection
for labor and materials. The total cost impact of this proposed AD is
estimated to be $171,750 ($2,290 per helicopter each year), assuming 6
visual inspections and 1 radiographic inspection per year for each
helicopter and no parts will need to be replaced.
The regulations proposed herein would 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 proposal would not have federalism
implications under Executive Order 13132.
For the reasons discussed above, I certify that this proposed
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);
and (3) if promulgated, 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. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
LIST OF SUBJECTS IN 14 CFR PART 39
Air transportation, Aircraft, Aviation safety, Safety.
THE PROPOSED AMENDMENT
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
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 removing Amendment 39-4556 (48 FR
6097, February 10, 1983), and by adding a new airworthiness directive
(AD), to read as follows: