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2022-20-14 BELL TEXTRON INC., AND VARIOUS RESTRICTED CATEGORY HELICOPTERS: Amendment 39-22198; Docket No. FAA-2022-0460; Project Identifier AD-2021-00824-R.
(a) EFFECTIVE DATE

    This airworthiness directive (AD) is effective December 27, 2022.

(b) AFFECTED ADS

    None.

(c) APPLICABILITY

    This AD applies to the following:

(1) Bell Textron Inc, Model 204B, 205A, 205A-1, 205B, 210, 212, 412, 412CF
    and 412EP helicopters, certificated in any category; and

(2) Various restricted category helicopters:

(i) Model HH-1K helicopters; current type certificate holders include, but
    are not limited to, Rotorcraft Development Corporation;

(ii) Southwest Florida Aviation International, Inc.,  Model SW205A-1 heli-
     copters;

(iii) Model TH-1F helicopters;  current  type certificate holders include,
      but are not limited to, Robinson Air Crane Inc.; Rotorcraft Develop-
      ment Corporation; and Tamarack Helicopters, Inc.;

(iv) Model  TH-1L helicopters;  current  type certificate holders include,
     but are not limited to, Bell Textron Inc.; Overseas Aircraft Support,
     Inc. (type certificate previously held by JTBAM, Inc); and Rotorcraft
     Development Corporation;

(v) Model UH-1A helicopters; current type certificate holders include, but
    are not limited to, Richards Heavylift Helo, Inc.;

(vi) Model  UH-1B helicopters;  current  type certificate holders include,
     but are not limited to, International Helicopters, Inc; Overseas Air-
     craft Support, Inc; Red Tail Flying Services, LLC; Richards Heavylift
     Helo, Inc.;  Rotorcraft  Development  Corporation;  Southwest Florida
     Aviation International, Inc; and WSH, LLC (type certificate previous-
     ly held by San Joaquin Helicopters);

Note 1 to paragraph (c)(2)(vi):  Helicopters  with  an  SW204  or  SW204HP
designation are Southwest Florida Aviation International, Inc, Model UH-1B
helicopters.

(vii) Model UH-1E helicopters;  current  type certificate holders include,
      but are not limited to, Bell Textron Inc; Overseas Aircraft Support,
      Inc; Rotorcraft Development Corporation; Smith Helicopters; and West
      Coast Fabrications;

(viii) Model UH-1F helicopters;  current type certificate holders include,
       but are not limited to AST, Inc; California Department of Forestry;
       Robinson Air Crane, Inc.;  Rotorcraft Development Corporation;  and
       Tamarack Helicopters, Inc.;

(ix) Model  UH-1H helicopters;  current  type certificate holders include,
     but are not limited to, Arrow Falcon Exporters, Inc.; Global Helicop-
     ter Technology, Inc.;  Hagglund Helicopters, LLC;  JJASPP Engineering
     Services LLC;  Northwest Rotorcraft, LLC;  Overseas Aircraft Support,
     Inc.; Richards Heavylift Helo, Inc.;  Rotorcraft Development Corpora-
     tion;  Southwest Florida Aviation International, Inc.;  and  Tamarack
     Helicopters, Inc.;

Note 2 to paragraph (c)(2)(ix):  Helicopters with an SW205 designation are
Southwest Florida Aviation International, Inc., Model UH-1H helicopters.

(x) Model UH-1L helicopters; current type certificate holders include, but
    are not limited to, Bell Textron Inc.; Overseas Aircraft Support, Inc;
    and Rotorcraft Development Corporation; and

(xi) Model  UH-1P helicopters;  current  type certificate holders include,
     but are not  limited  to,  Robinson Air Crane, Inc.;  and  Rotorcraft
     Development Corporation.

(d) SUBJECT

    Joint Aircraft System Component (JASC) Code 6320, Main Rotor Gearbox.

(e) UNSAFE CONDITION

    This AD was prompted by reports of cracks found  in the main transmis-
    sion support case possibly due  to corrosion. The FAA is  issuing this
    AD to detect and address corrosion and other mechanical damage of  the
    main transmission support case assembly. The unsafe condition, if  not
    addressed, could result in cracking at the upper or lower surfaces  of
    the lateral  mounts, loss  of load  carrying capabilities  of the main
    transmission, and subsequent loss of control of the helicopter.

(f) COMPLIANCE

    Comply with this AD within the compliance times specified,  unless al-
    ready done.

(g) REQUIRED ACTIONS

(1) Within 3,000 hours time-in-service (TIS) accumulated by the main trans
    -mission  after  the effective  date  of this  AD,  and thereafter  at
    intervals  not  to exceed  3,000  hours TIS  accumulated  by the  main
    transmission, remove the screws and  washers from the upper and  lower
    surfaces  of the  main transmission  support case  lateral mounts  and
    accomplish the following:

(i) Visually inspect each screw for corrosion and thread damage.  If there
    is any corrosion or thread damage,  before further flight,  remove the
    screw from service.

(ii) Visually inspect  each upper  and  lower  washer  for  corrosion  and
     pitting.

(A) If there is any corrosion  or  pitting that exceeds 10% of any surface
    or is deeper than 0.01 inch (0.3 mm), before further fight, remove the
    washer from service.

(B) If  there  is  any  corrosion  or  pitting  that is 10% or less of any
    surface or has a depth of 0.01 inch (0.3 mm) or less,  before  further
    flight, remove the washer from service or repair the washer in accord-
    ance with FAA-acceptable methods.

(iii) Visually inspect each installed bushing for corrosion and pitting.

(A) If there is any corrosion  or pitting inside the bushing bore that ex-
    ceeds 10% of the surface or is deeper than 0.005 inch (0.13 mm), or if
    there is any corrosion  or  pitting  on the bushing flange  or chamfer
    that exceeds 10% of the surface  or is deeper than 0.01 inch (0.3 mm),
    before further fight, remove the bushing from service.

(B) If there is any corrosion  or  pitting inside the bushing bore that is
    10% or less of the surface  or  has a depth of 0.005 inch (0.13 mm) or
    less, or if there is any corrosion or pitting on the bushing flange or
    chamfer that is 10% or less of the surface or has a depth of 0.01 inch
    (0.3 mm) or less, before further fight,  remove the bushing from serv-
    ice or repair the bushing in accordance with FAA-acceptable methods.

(iv) Visually inspect  each upper and lower main transmission support case
     lateral mount machined surface adjacent to each washer  and each lat-
     eral mount threaded screw hole  for corrosion  and mechanical damage.
     For the purposes of this AD,  mechanical damage may be indicated by a
     crack or pitting.

(A) Before further flight, remove the main transmission support case assem
    -bly from service if any of the following exist:

(1) The depth of any pitting exceeds 0.03 inch (0.8 mm),

(2) The area  of  pitting  for  each  pad surface exceeds 0.75 square inch
    (483.87 square mm) or exceeds 50% of any 0.50 inch (12.7 mm) diameter,
    or

(3) Any mechanical damage  to the threaded holes  (8-32 NC-2B x 0.62 deep)
    exceeds 1 thread depth.

(B) Before further flight, remove the main transmission support case assem
    -bly from service  or repair the main transmission support case assem-
    bly in accordance with FAA-acceptable methods, if any of the following
    exist:

(1) The depth of any pitting is 0.03 inch (0.8 mm) or less.

(2) The area of pitting  for each pad surface is 0.75 square inch  (483.87
    square mm) or less, or 50% or less of any 0.50 inch (12.7 mm) diameter
    or

(3) Any mechanical damage  to the threaded holes  (8-32 NC-2B x 0.62 deep)
    has a depth of 1 thread or less.

(2) Fluorescent penetrant inspect (FPI) all surfaces of the main transmis-
    sion support case lateral mounts  for a crack  at the compliance times
    identified in paragraph (g)(2)(i) or (ii) of this AD.

(i) For helicopters with a main transmission that has accumulated 6,000 or
    more total hours TIS, within 300 hours TIS after the effective date of
    this AD, unless already done within the last 6,000 hours TIS.

(ii) For  helicopters  with a main transmission  that has accumulated less
     than 6,000 total hours TIS, before accumulating 6,300 total hours TIS
     on the main transmission.

(iii) If there is any crack, before further flight, remove the main trans-
      mission support case assembly from service.

(3) Thereafter following paragraph (g)(2) of this AD,  at intervals not to
    exceed 6,000 hours TIS accumulated  by the main transmission, FPI  all
    surfaces of the  main transmission support  case lateral mounts  for a
    crack. If there is any  crack, before further flight, remove  the main
    transmission support case assembly from service.

(h) ALTERNATIVE METHODS OF COMPLIANCE (AMOCS)

(1) The Manager, DSCO Branch, FAA,  has the authority to approve AMOCs for
    this AD, if requested using the  procedures found in 14 CFR 39.19.  In
    accordance with  14 CFR  39.19, send  your request  to your  principal
    inspector or local Flight  Standards District Office, as  appropriate.
    If sending information  directly to the  manager of the  certification
    office, send it to the attention of the person identified in paragraph
    (i) of this AD. Information may be emailed to: 9-ASW-190-COS@faa.gov.

(2) Before using any approved AMOC,  notify your appropriate principal in-
    spector,  or  lacking a principal inspector,  the manager of the local
    flight standards district office/certificate holding district office.

(i) RELATED INFORMATION

    For more information about this AD,  contact Hye Yoon Jang,  Aerospace
    Engineer, Delegation Oversight Section, DSCO Branch, Compliance & Air-
    worthiness Division, FAA, 10101 Hillwood Pkwy.,  Fort Worth, TX 76177;
    telephone (817) 222-5190; email hye.yoon.jang@faa.gov.

(j) MATERIAL INCORPORATED BY REFERENCE

    None.

Issued on September 22, 2022. Christina Underwood, Acting Director, Compli
-ance & Airworthiness Division, Aircraft Certification Service.

FOR FURTHER INFORMATION CONTACT:  Hye Yoon Jang, Aerospace Engineer, Dele-
gation Oversight Section, DSCO Branch, Compliance & Airworthiness Division
FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177; telephone (817) 222-5190;
email hye.yoon.jang@faa.gov.
PREAMBLE 

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-0460; Project Identifier AD-2021-00824-R;
Amendment 39-22198; AD 2022-20-14]
RIN 2120-AA64

Airworthiness Directives; Bell Textron Inc., Helicopters and
Various Restricted Category Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
Bell Textron Inc., Model 204B, 205A, 205A-1, 205B, 210, 212, 412,
412CF, and 412EP helicopters and various restricted category
helicopters. This AD was prompted by reports of cracks found on the
main transmission support case. This AD requires repetitive inspections
of the main transmission housing assembly for cracks, pitting, and
corrosion and depending on the results, corrective action. The FAA is
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective December 27, 2022.

ADDRESSES:

Examining the AD Docket

You may examine the AD docket at regulations.gov by searching for
and locating Docket No. FAA-2022-0460; or in person at Docket
Operations between 9 a.m. and 5 p.m., Monday through Friday, except
Federal holidays. The AD docket contains this final rule, any comments
received, and other information. The address for Docket Operations is
U.S. Department of Transportation, Docket Operations, M-30, West
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE,
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Hye Yoon Jang, Aerospace Engineer,
Delegation Oversight Section, DSCO Branch, Compliance & Airworthiness
Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177; telephone
(817) 222-5190; email hye.yoon.jang@faa.gov.

SUPPLEMENTARY INFORMATION:

Background

The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to Bell Textron Inc.,
Model 204B, 205A, 205A-1, 205B, 210, 212, 412, 412CF, and 412EP
helicopters and restricted category Model HH-1K, SW205A-1, TH-1F, TH-
1L, UH-1A, UH-1B, UH-1E, UH-1F, UH-1H, UH-1L, and UH-1P helicopters.
The NPRM published in the Federal Register on April 14, 2022 (87 FR
22146). The NPRM was prompted by reports of main transmission support
cases found cracked at one of the lateral mounts. In the NPRM, the FAA
proposed to require, within 3,000 hours time-in-service (TIS)
accumulated by the main transmission after the effective date of the
AD, and thereafter at intervals not to exceed 3,000 hours TIS
accumulated by the main transmission, removing certain screws and
washers and visually inspecting the upper and lower transmission
support case lateral mount screws for corrosion and thread damage,
washers for corrosion and pitting, bushings for corrosion and pitting,
and lateral mount surfaces for corrosion and mechanical damage such as
any crack or pitting. If there is any corrosion, thread damage, or
mechanical damage, the NPRM proposed to require removing the affected
parts from service before further flight.
The NPRM also proposed to require repetitive fluorescent penetrant
inspections (FPIs) of all surfaces of the main transmission support
case lateral mounts for a crack. For helicopters with a main
transmission that has accumulated 6,000 or more total hours TIS, the
initial FPI would be required before further flight after the effective
date of the AD. For helicopters with a main transmission that has
accumulated less than 6,000 total hours TIS, the initial FPI would be
required before the main transmission accumulates 6,000 total hours
TIS. For all helicopters, following the initial FPI, the NPRM proposed
to require performing an FPI at intervals not to exceed 6,000 hours TIS
accumulated by the main transmission. If there is any crack, the NPRM
proposed to require removing the main transmission support case from
service before further flight. The FAA is issuing this AD to address
the unsafe condition on these products.

Discussion of Final Airworthiness Directive

Comments

The FAA received comments from one commenter, Bell Textron Inc. The
following presents the comments received on the NPRM and the FAA's
response to each comment.

Comment Regarding the Unsafe Condition and Compliance With Service
Information


Bell Textron Inc., commented that stress corrosion cracking of the
support case that originates from a threaded hole used to secure the
washer to the case lateral mount is not considered a safety of flight
issue as changes to its maintenance manual and Component Repair and
Overhaul (CR&O) manual address the issue. Bell Textron Inc., stated
that it has revised its manuals to include a requirement to remove the
washers at the scheduled 3000-hour Special Inspection for a detailed
visual inspection and an FPI at the scheduled 6000-hour Overhaul to
detect corrosion originating from a threaded hole under the washer that
could result in cracking. Bell Textron Inc., also stated that its CR&O
manual now specifies an improved washer installation procedure to
minimize the risk of corrosion, as well as damage limits for the
affected area.
The FAA acknowledges this comment; however, not all operators are
required to accomplish a manufacturer's maintenance procedures. In
order for procedures in service information, including procedures in
manuals, to become mandatory when the FAA has determined the procedures
are necessary to correct an identified unsafe condition, the FAA must
issue an AD.

Request for Changes to the Required Actions

Request: Regarding the outcome of the visual inspections, Bell
Textron Inc., recommended that rather than mandating the removal of
parts that have any damage from service, which could ground several
helicopters, the required actions of the proposed AD be revised to
refer to the applicable CR&O manual for damage limits and repair
procedure instead.
FAA Response: The FAA partially agrees. The FAA has revised the
required actions in this final rule by specifying certain threshold
limits and adding the option of repairing certain conditions in
accordance with FAA-acceptable methods; however, the actions do not
require referring to the CR&O manual for information.
Request: Regarding inspection and removal of hardware, Bell Textron
Inc., requested the FAA revise the required actions of the proposed AD
to require also determining if the case was previously repaired by Bell
or a Bell Service Center (FAA or Bell approved repair with
traceability), and if the case is found with a suspected unapproved
repair, removing the case from service indefinitely.
FAA Response: The FAA disagrees with this request. The FAA
currently has no information regarding repairs outside the scope of
FAA-accepted methods having been accomplished on main transmission
support cases affected by the proposed AD. Accordingly, the FAA has
made no changes to this final rule based on that comment.
Request: Bell Textron Inc., requested the FAA revise the required
actions of the proposed AD to require that if a case that has never
been repaired exhibits corrosion on the bushing, lug face, or threaded
hole(s) that is beyond repairable limits, contacting Bell Product
Support for evaluation and a possible Bell approved Expanded Repair;
Bell Textron Inc., added that the case can be returned to Bell or a
Bell Service Center for evaluation and possible repair.
FAA Response: The FAA disagrees with this request. To require
operators to contact the manufacture for repair instructions, as
suggested by the commenter, would be delegating the FAA's rulemaking
authority to that manufacturer. Additionally, the FAA does not have the
authority to direct operators to return defective components to the
manufacturer. However, operators may choose to contact Bell Product
Support as this AD does not prohibit an operator from
contacting a manufacturer. Additionally, operators may request approval
of any specific actions, including any specific corrective actions, as
an alternative method of compliance (AMOC) under the provisions of
paragraph (h) of this AD.

Recommendation To Allow Ferry Flights

Regarding the action to accomplish an FPI before further flight for
helicopters with a main transmission that has accumulated 6,000 or more
total hours TIS in paragraph (g)(2)(i) of the proposed AD, Bell Textron
Inc., recommended the FAA allow a ferry flight to the nearest repair
facility where the upper washers can be removed for a detailed 10X
magnifying glass inspection. Bell Textron Inc., further stated that if
a crack is suspected, to perform an FPI, and if a crack is found, to
remove the affected support case from service. Bell Textron Inc.,
explained that the removal of all 8 washers for an FPI of the support
case could be accomplished at the next scheduled overhaul as required
by chapter 5 of the maintenance manual.
The proposed AD, as published, specifies no limitations for
issuance of a special flight permit (SFP) (ferry flight). Accordingly,
SFPs may be issued in accordance with 14 CFR 21.197 and 21.199.
Additionally, the FAA has revised the initial action to accomplish an
FPI on a main transmission that has accumulated 6,000 or more total
hours TIS by extending the compliance time from ``before further
flight'' to ``within 300 hours TIS'' and allowing credit if the action
has previously been done within the last 6,000 hours TIS. Lastly, the
FAA has revised the initial action to accomplish an FPI on a main
transmission that has accumulated less than 6,000 total hours TIS from
``before accumulating 6,000 total hours TIS on the main transmission''
to ``before accumulating 6,300 total hours TIS on the main
transmission.''

Conclusion

The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Accordingly, the FAA is issuing this AD to address the unsafe
condition on these products. Except for removing a note, minor
editorial changes, and any other changes described previously, this AD
is adopted as proposed in the NPRM. None of the changes will increase
the economic burden on any operator.

Costs of Compliance

The FAA estimates that this AD affects up to 621 helicopters of
U.S. Registry. Labor rates are estimated at $85 per work-hour. Based on
these numbers, the FAA estimates the following costs to comply with
this AD.
Visually inspecting the main transmission mount assembly takes
about 1 work-hour, for an estimated cost of $85 per helicopter and
$52,785 for the U.S. fleet, per inspection cycle. Accomplishing an FPI
of the main transmission support case lateral mounts will take about 1
work-hour for an estimated cost of $85 per helicopter, and $52,785 for
the U.S. fleet, per inspection cycle.
The FAA has no way of determining the costs pertaining to necessary
repairs that are required to be done in accordance with FAA-acceptable
methods. Replacing the transmission support case assembly hardware
parts including 8 washers, 8 screws, and 4 bushings will take about 1
work-hour and parts will cost up to $100 per part for an estimated cost
of up to $2,085 per helicopter. Replacing the main transmission support
case assembly will take up to 60 work-hours and parts will cost up to
$54,501 for an estimated cost of up to $59,601 per helicopter.

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.
The FAA is 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.

Regulatory Findings

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 this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) 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.

List of Subjects in 14 CFR Part 39

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

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

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. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive: