99-1430. Airworthiness Directives; Bell Helicopter Textron, Inc. Model 205A-1 and 205B Helicopters  

  • [Federal Register Volume 64, Number 16 (Tuesday, January 26, 1999)]
    [Rules and Regulations]
    [Pages 3823-3825]
    From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
    [FR Doc No: 99-1430]
    
    
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    DEPARTMENT OF TRANSPORTATION
    
    Federal Aviation Administration
    
    14 CFR Part 39
    
    [Docket No. 98-SW-21-AD; Amendment 39-11011; AD 98-11-14]
    RIN 2120-AA64
    
    
    Airworthiness Directives; Bell Helicopter Textron, Inc. Model 
    205A-1 and 205B Helicopters
    
    AGENCY: Federal Aviation Administration, DOT.
    
    ACTION: Final rule; request for comments.
    
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    SUMMARY: This document publishes in the Federal Register an amendment 
    adopting Airworthiness Directive (AD) 98-11-14 which was sent 
    previously to all known U.S. owners and operators of Bell Helicopter 
    Textron, Inc. (BHTI) Model 205A-1 and 205B helicopters by individual 
    letters. This AD requires inspecting the trunnion assembly or tail 
    rotor flapping stop (flapping stop), whichever is applicable, 
    installing a trunnion assembly or flapping stop, if necessary; and 
    replacing the tail rotor yoke (yoke). This amendment is prompted by an 
    accident involving a BHTI Model 205A-1 helicopter in which the yoke 
    failed during flight. This condition, if not corrected, could lead to 
    failure of the yoke, loss of the tail rotor, and subsequent loss of 
    control of the helicopter.
    
    DATES: Effective February 10, 1999, to all persons except those persons 
    to whom it was made immediately effective by Priority Letter AD 98-11-
    14, issued on May 19, 1998, which contained the requirements of this 
    amendment.
        The incorporation by reference of certain publications listed in 
    the regulations is approved by the Director of the Federal Register as 
    of February 10, 1999.
        Comments for inclusion in the Rules Docket must be received on or 
    before March 29, 1999.
    
    ADDRESSES: Submit comments in triplicate to the Federal Aviation 
    Administration (FAA), Office of the Regional Counsel, Southwest Region, 
    Attention: Rules Docket No. 98-SW-21-AD, 2601 Meacham Blvd., Room 663, 
    Fort Worth, Texas 76137.
        The applicable service information 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
    
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    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: Harry Edmiston, Aerospace Engineer, 
    FAA, Rotorcraft Certification Office, Rotorcraft Directorate, 2601 
    Meacham Blvd., Fort Worth, Texas 76137, telephone (817) 222-5158, fax 
    (817) 222-5783.
    
    SUPPLEMENTARY INFORMATION: On May 19, 1998, the FAA issued Priority 
    Letter AD 98-11-14, applicable to BHTI Model 205A-1 and 205B 
    helicopters, which requires, before further flight, reviewing 
    historical records of the helicopter and yoke assembly to detect any 
    usage or event that may have imposed an excessive bending load on the 
    yoke. If such usage or event occurred, before further flight, the 
    priority letter AD requires replacing the yoke assembly with an 
    airworthy yoke assembly that has zero-hours time-in-service (TIS) or 
    that has passed an x-ray diffraction inspection in accordance with 
    BHTI's service bulletins, as well as installing an airworthy trunnion 
    assembly or an airworthy flapping stop, depending on which part-
    numbered yoke assembly is installed. If no such usage or event has 
    occurred, the yoke must be replaced within 180 calendar days. 
    Thereafter, at intervals not to exceed 25 hours TIS, or before further 
    flight after any incident that may have imposed an excessive bending 
    load on the yoke, this AD requires inspecting the trunnion assembly or 
    the flapping stop, whichever is applicable, for yielding. If yielding 
    is detected, replacing the yoke assembly and trunnion assembly or 
    flapping stop, whichever is applicable, is required. That action was 
    prompted by an accident involving a BHTI Model 205A-1 helicopter in 
    which the yoke failed during flight. Investigation of the accident 
    revealed that the yoke assembly service life may be reduced due to 
    unforeseen static and dynamic loading of the tail rotor. This 
    condition, if not corrected, could lead to failure of the yoke, loss of 
    the tail rotor, and subsequent loss of control of the helicopter.
        The FAA has reviewed Bell Helicopter Textron, Inc. Alert Service 
    Bulletin (ASB) No. 205-96-68, Revision A, dated May 18, 1998, which 
    specifies inspecting the yoke and trunnion assemblies, and replacing 
    certain trunnion assemblies; and ASB 205-96-69 and ASB 205B-96-25, both 
    dated September 3, 1996, which specify inspecting the yoke assembly and 
    installing a flapping stop.
        Since the unsafe condition described is likely to exist or develop 
    on other BHTI Model 205A-1 and 205B helicopters of the same type 
    design, the FAA issued Priority Letter AD 98-11-14 to prevent failure 
    of the yoke, loss of the tail rotor, and subsequent loss of control of 
    the helicopter. The AD requires, before further flight, reviewing 
    historical records of the helicopter and yoke assembly to detect any 
    usage or event that may have imposed an excessive bending load on the 
    yoke. If such usage or event occurred, this AD requires, before further 
    flight, replacing the yoke assembly with an airworthy yoke assembly 
    that has zero-hours TIS, or that has passed an x-ray diffraction 
    inspection in accordance with Bell Helicopter Textron, Inc. Alert 
    Service Bulletin (ASB) 205-96-68, Revision A, dated May 18, 1998, or 
    ASB 205-96-69 or ASB 205B-96-25, both dated September 3, 1996, 
    whichever is applicable, as well as installing an airworthy trunnion 
    assembly or an airworthy flapping stop, depending on which part-
    numbered yoke assembly is installed. If no such usage or event has 
    occurred, the yoke must be replaced within 180 calendar days. 
    Thereafter, at intervals not to exceed 25 hours TIS, or before further 
    flight after any incident that may have imposed an excessive bending 
    load on the yoke, this AD requires inspecting the trunnion assembly or 
    the flapping stop, whichever is applicable, for yielding. If yielding 
    is detected, replacing the yoke assembly and trunnion assembly or 
    flapping stop, whichever is applicable, is required. The actions are 
    required to be accomplished in accordance with the service bulletins 
    described previously. The short compliance time involved is required 
    because the previously described critical unsafe condition can 
    adversely affect both the controllability and structural integrity of 
    the helicopter. Therefore, the previously-stated actions are required 
    prior to further flight, and this AD must be issued immediately.
        Since it was found that immediate corrective action was required, 
    notice and opportunity for prior public comment thereon were 
    impracticable and contrary to the public interest, and good cause 
    existed to make the AD effective immediately by individual letters 
    issued on May 19, 1998 to all known U.S. owners and operators of BHTI 
    Model 205A-1 and 205B helicopters. These conditions still exist, and 
    the AD is hereby published in the Federal Register as an amendment to 
    section 39.13 of the Federal Aviation Regulations (14 CFR 39.13) to 
    make it effective to all persons.
        The FAA estimates that 495 helicopters of U.S. registry will be 
    affected by this AD; that it will take approximately 9 work hours per 
    helicopter to conduct the inspections, install the trunnion assembly or 
    flapping stops, and replace the yoke; and that the average labor rate 
    is $60 per work hour. Required parts will cost approximately $1,028 for 
    a trunnion assembly or $936 for the flapping stops and $6,637 for the 
    yoke, per helicopter. Based on these figures, the total cost impact of 
    the AD on U.S. operators is estimated to be $4,061,475 to replace both 
    the trunnion assembly and the yoke in the entire fleet.
    
    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, both before and after the closing date for comments, 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 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. 98-SW-21-AD.'' The postcard will be date stamped and 
    returned to the commenter.
        The regulations adopted herein will not have substantial direct 
    effects on the States, on the relationship between the
    
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    national government and the States, or on the distribution of power and 
    responsibilities among the various levels of government. Therefore, in 
    accordance with Executive Order 12612, it is determined that this final 
    rule does not have sufficient federalism implications to warrant the 
    preparation of a Federalism Assessment.
        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 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 adding a new airworthiness directive 
    to read as follows:
    
    98-11-14  Bell Helicopter Textron, Inc.: Amendment 39-11011. Docket 
    No. 98-SW-21-AD.
    
        Applicability: Model 205A-1 helicopters, with tail rotor yoke 
    assembly, part number (P/N) 212-011-702-all dash numbers, or P/N 
    212-010-704-all dash numbers, or P/N 212-010-744-all dash numbers, 
    and Model 205B helicopters, with tail rotor yoke assembly, P/N 212-
    011-702-all dash numbers, installed, certificated in any category.
    
        Note 1: This AD applies to each helicopter identified in the 
    preceding applicability provision, regardless of whether it has been 
    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 use the authority 
    provided in paragraph (d) to request approval from the FAA. This 
    approval may address either no action, if the current configuration 
    eliminates the unsafe condition, or different actions necessary to 
    address the unsafe condition described in this AD. Such a request 
    should include an assessment of the effect of the changed 
    configuration on the unsafe condition addressed by this AD. In no 
    case does the presence of any modification, alteration, or repair 
    remove any helicopter from the applicability of this AD.
    
        Compliance: Required as indicated, unless accomplished 
    previously.
        To prevent failure of the tail rotor yoke (yoke), loss of the 
    tail rotor, and subsequent loss of control of the helicopter, 
    accomplish the following:
        (a) Before further flight, review all historical records of the 
    helicopter and the tail rotor yoke assembly (yoke assembly) for any 
    static or dynamic incident history that could have imposed an 
    excessive bending load on the yoke. If such a history exists, comply 
    with paragraph (b) of this AD before further flight.
    
        Note 2: Examples of excessive bending loads include exposure to 
    high wind gusts (such as those from rotor wash or prop blast), 
    improper ground handling (in which the tail rotor blade has been 
    used as a hand hold), improper feathering bearing removal (in which 
    the yoke is not properly supported when pressing out bearings), a 
    static ground strike of some type (such as being struck by a 
    vehicle), or an incident in which a damaged tail rotor blade was 
    replaced due to a blade strike. An overload may also occur 
    dynamically during a power-on or power-off sudden stoppage incident 
    or hard landing.
    
        (b) Within the next 180 calendar days, remove the yoke assembly 
    and replace it with an airworthy yoke assembly having zero hours 
    time-in-service (TIS), or with an airworthy yoke assembly 
    (regardless of TIS) that has passed an x-ray diffraction inspection 
    in accordance with Bell Helicopter Textron, Inc. Alert Service 
    Bulletin (ASB) 205-96-68, Revision A, dated May 18, 1998, or ASB 
    205-96-69 or ASB 205B-96-25, both dated September 3, 1996, whichever 
    is applicable. When the yoke assembly is replaced, for helicopters 
    with a yoke assembly, P/N 212-011-702-all dash numbers, install an 
    airworthy tail rotor flapping stop, P/N 212-011-713-103, and for 
    helicopters with yoke assemblies, P/N 212-010-704-all dash numbers 
    or P/N 212-010-744-all dash numbers, install an airworthy trunnion 
    assembly, P/N 212-010-738-001. If any incident as described in 
    paragraph (a) of this AD occurs after the effective date of this AD 
    and prior to compliance with this paragraph, then compliance with 
    this paragraph is required before further flight.
    
        Note 3: Yoke assemblies that have passed an x-ray diffraction 
    inspection at BHTI will have the letters ``FM'' vibro-etched on them 
    following the serial number.
    
        (c) After accomplishing the requirements of paragraph (b) of 
    this AD, thereafter at intervals not to exceed 25 hours TIS, or 
    before further flight after any incident as described in paragraph 
    (a) of this AD, inspect the trunnion assembly, and replace the yoke 
    assembly and trunnion assembly, if required, in accordance with Part 
    III, Paragraph 1, of ASB 205-96-68, Revision A, dated May 18, 1998; 
    or inspect the flapping stop and replace the yoke assembly and 
    flapping stop, if required, in accordance with Part III, Paragraphs 
    1, 2, and 3, of ASB 205-96-69 or ASB 205B-96-25, both dated 
    September 3, 1996, whichever is applicable.
        (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. 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, Rotorcraft Directorate.
    
        Note 4: 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 
    sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
    CFR 21.197 and 21.199) to operate the helicopter to a location where 
    the requirements of this AD can be accomplished.
        (f) The repetitive inspections shall be done in accordance with 
    Bell Helicopter Textron, Inc. Alert Service Bulletin (ASB) No. 205-
    96-68, Revision A, dated May 18, 1998, which specifies inspections 
    of the yoke and trunnion assemblies, and replacement of certain 
    trunnion assemblies; and ASB 205-96-69 and ASB 205B-96-25, both 
    dated September 3, 1996, which specify inspections of the yoke 
    assembly and installation of a flapping stop. 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.
        (g) This amendment becomes effective on February 10, 1999, to 
    all persons except those persons to whom it was made immediately 
    effective by Priority Letter AD 98-11-14, issued May 19, 1998, which 
    contained the requirements of this amendment.
    
        Issued in Fort Worth, Texas, on January 14, 1999.
    Eric Bries,
    Acting Manager, Rotorcraft Directorate, Aircraft Certification Service.
    [FR Doc. 99-1430 Filed 1-25-99; 8:45 am]
    BILLING CODE 4910-13-P
    
    
    

Document Information

Effective Date:
2/10/1999
Published:
01/26/1999
Department:
Federal Aviation Administration
Entry Type:
Rule
Action:
Final rule; request for comments.
Document Number:
99-1430
Dates:
Effective February 10, 1999, to all persons except those persons to whom it was made immediately effective by Priority Letter AD 98-11- 14, issued on May 19, 1998, which contained the requirements of this amendment.
Pages:
3823-3825 (3 pages)
Docket Numbers:
Docket No. 98-SW-21-AD, Amendment 39-11011, AD 98-11-14
RINs:
2120-AA64: Airworthiness Directives
RIN Links:
https://www.federalregister.gov/regulations/2120-AA64/airworthiness-directives
PDF File:
99-1430.pdf
CFR: (1)
14 CFR 39.13