
[Federal Register Volume 78, Number 102 (Tuesday, May 28, 2013)]
[Proposed Rules]
[Pages 31860-31863]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-12522]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0288; Directorate Identifier 2006-SW-25-AD]
RIN 2120-AA64


Airworthiness Directives; Bell Helicopter Textron, Inc., 
Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening 
of comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive 
(AD) for Bell Helicopter Textron, Inc. (Bell), Model 214B and B-1 
helicopters, which proposed to require inspecting certain pylon support 
spindle assemblies (spindles) for any corrosion, or a nick, scratch, 
dent, or crack, and repairing or replacing any unairworthy spindle 
before further flight. This SNPRM proposes to revise those requirements 
by updating the cost of compliance, revising the recording 
requirements, adding a requirement to reduce the retirement life of an 
installed spindle, and adding Bell Model 214ST to the applicability.

DATES: We must receive comments on this proposed AD by July 29, 2013.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Docket: Go to http://www.regulations.gov. Follow the online instructions for sending your 
comments electronically.
     Fax: 202-493-2251.
     Mail: Send comments to the U.S. Department of 
Transportation, Docket Operations, M-30, West Building Ground Floor, 
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590-0001.
     Hand Delivery: Deliver to the ``Mail'' address between 9 
a.m. and 5

[[Page 31861]]

p.m., Monday through Friday, except Federal holidays.

Examining the AD Docket

    You may examine the AD docket 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 AD docket contains this proposed AD, the economic 
evaluation, any comments received, and other information. The street 
address for the Docket Operations Office (telephone 800-647-5527) is in 
the ADDRESSES section. Comments will be available in the AD docket 
shortly after receipt.
    For service information identified in this AD, contact Bell 
Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101; 
telephone (817) 280-3391; fax (817) 280-6466; or at http://www.bellcustomer.com/files/. You may review the referenced service 
information at the FAA, Office of the Regional Counsel, Southwest 
Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas 76137.

FOR FURTHER INFORMATION CONTACT: Martin Crane, Aviation Safety 
Engineer, Rotorcraft Certification Office, Rotorcraft Directorate, FAA, 
2601 Meacham Blvd., Fort Worth, Texas 76137; telephone (817) 222-5056; 
email 7-AVS-ASW-170@faa.gov.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to participate in this rulemaking by submitting 
written comments, data, or views. We also invite comments relating to 
the economic, environmental, energy, or federalism impacts that might 
result from adopting the proposals in this document. The most helpful 
comments reference a specific portion of the proposal, explain the 
reason for any recommended change, and include supporting data. To 
ensure the docket does not contain duplicate comments, commenters 
should send only one copy of written comments, or if comments are filed 
electronically, commenters should submit only one time.
    We will file in the docket all comments that we receive, as well as 
a report summarizing each substantive public contact with FAA personnel 
concerning this proposed rulemaking. Before acting on this proposal, we 
will consider all comments we receive on or before the closing date for 
comments. We will consider comments filed after the comment period has 
closed if it is possible to do so without incurring expense or delay. 
We may change this proposal in light of the comments we receive.

Discussion

    On March 3, 2008, we issued a proposal to amend part 39 of the 
Federal Aviation Regulations (14 CFR part 39) to include an AD that 
would apply to Bell Model 214B and B-1 helicopters with a spindle, part 
number (P/N) 214-030-606-005, installed. This proposal was published in 
the Federal Register as a notice of proposed rulemaking (NPRM) on March 
13, 2008 (73 FR 13513). The NPRM proposed to require creating a 
component history card or equivalent for each spindle, inspecting 
certain spindles for any corrosion, or a nick, scratch, dent, or crack, 
and repairing or replacing any unairworthy spindle before further 
flight. That NPRM was prompted by three in-flight failures of the 
spindle which resulted in forced landings and one serious injury. The 
proposed actions were intended to detect damage in the radii or 
cracking of a spindle, and to prevent failure of a spindle and 
subsequent loss of control of the helicopter. The proposed actions were 
also intended to be interim actions until a retirement life for the 
affected spindles could be developed and new replacement spindles 
became available.

Actions Since Previous NPRM Was Issued

    Since we issued the previous NPRM (73 FR 13513, March 13, 2008), 
Bell conducted further evaluation of the cracked spindles and 
determined it necessary to establish a retirement life for the spindles 
because the speed at which a crack can propagate is such that a more 
frequent inspection interval would not be practical. As a result, Bell 
released Alert Service Bulletin (ASB) No. 214-08-70, dated November 11, 
2008, now at Revision C, dated April 14, 2009, to establish the 
retirement life for the spindles on Model 214B and 214B-1 helicopters. 
Due to design similarities, Bell conducted further evaluation of the 
spindles on Model 214ST helicopters and published ASB No. 214ST-08-86, 
dated November 11, 2008, now at Revision B, dated April 14, 2009, to 
revise the retirement life for those spindles. The first actual 
reported crack in a Model 214ST spindle, P/N 214-030-606-103, prompted 
Bell to release Information Letter 214ST-12-23, dated January 30, 2012.
    This SNPRM proposes the following changes:
     Adding Model 214ST helicopters to the applicability;
     Removing certain previously proposed recording 
requirements;
     Removing the previously proposed visual and magnetic 
particle inspection requirements and subsequent replacement and repair 
requirements;
     Establishing a retirement life of 1,250 hours TIS or total 
accumulated retirement index number (RIN) of 20,000, whichever occurs 
first, for any spindle, part number (P/N) 214-030-606-005, that is 
installed on a Model 214B or Model 214B-1 helicopter;
     Reducing the retirement life to 2,500 hours TIS or total 
accumulated RIN of 50,000, whichever occurs first, for any spindle, P/N 
214-030-606-103, that is installed on a Model 214ST helicopter;
     Establishing a method of determining the total accumulated 
RIN; and
     Replacing any spindle which has reached its airworthiness 
retirement life.
    This SNPRM also updates the cost of compliance information of this 
AD by correcting the estimated number of work-hours to replace both 
spindles from 15 work-hours to 24 work-hours, by updating the estimated 
labor cost per work-hour from $80 to $85 per work-hour, and by updating 
the cost of required parts to current replacement part costs.

Comments

    We gave the public the opportunity to comment on the previous NPRM 
(73 FR 13513, March 13, 2008). The following presents the comments 
received on the previous NPRM and the FAA's response to each comment.

Request

    Bell stated that results from analysis and review of the pylon 
spindle assembly, P/N 214-030-606-005, identified the requirement to 
assign an airworthiness retirement life to that assembly. They also 
stated that alert service bulletins would detail the retirement life of 
the spindle. We agree and have revised this SNPRM accordingly.
    Bell commented that the previous NPRM (73 FR 13513, March 13, 2008) 
did not address conversion of torque events to RIN. We agree and have 
revised this SNPRM accordingly.
    Bell also stated that the previous NPRM mis-identified the visual 
inspection requirements of using a magnifying glass on each outer 
radius of the spindle; that this visual inspection requirement is for 
the main rotor hub spindle, not the transmission spindle. They also 
stated that once cracks start, they progress very rapidly and visual 
inspection at a frequency designed to discover cracking would not be 
manageable. We agree. With

[[Page 31862]]

establishment of a maximum airworthiness life limit for the spindle and 
after further review, we determined that deleting the previously 
proposed visual inspections will not impact the overall level of 
safety.

FAA's Determination

    We are proposing this SNPRM because we evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other helicopters of these same type 
designs. Certain changes described above expand the scope of the 
original NPRM (73 FR 13513, March 13, 2008). As a result, we have 
determined that it is necessary to reopen the comment period to provide 
additional opportunity for the public to comment.

Related Service Information

    We have reviewed Bell ASB No. 214-08-70, Revision C, dated April 
14, 2009 (214-08-70), which establishes a maximum airworthiness limit 
of 1,250 hours TIS or a total accumulated RIN of 20,000, whichever 
occurs first, for any spindle, P/N 214-030-606-005, that is installed 
on a Model 214B or Model 214B-1 helicopter. ASB 214-08-70 was prompted 
by three reported incidents of a cracked spindle, P/N 214-030-606-005. 
We have also reviewed Bell ASB No. 214ST-08-86, Revision B, dated April 
14, 2009 (214ST-08-86), which reduces the maximum airworthiness life 
limit from 5,000 hours TIS to 2,500 hours TIS or a total accumulated 
RIN of 50,000, whichever occurs first, for any spindle, P/N 214-030-
606-103, that is installed on a Model 214ST helicopter. ASB 214ST-08-86 
was published after further evaluation of spindle, P/N 214-030-606-103, 
which was prompted by design similarities to spindle, P/N 214-030-606-
005. The ASBs also specify determining the accumulated RIN by 
calculating a RIN factor of 1 for each lift or takeoff performed during 
normal operation and of 2 for each lift or takeoff performed during 
logging operation. When actual lift events are unknown or cannot be 
determined, both ASBs specify calculating RIN at 30 lift events per 
flight hour; ASB No. 214-08-70 further specifies calculating flight 
hours at a rate of 900 hours per year. Both ASBs specify replacing any 
spindle that has reached its maximum airworthiness limit.
    Additionally, we reviewed Bell Information Letter 214ST-12-23, 
dated January 30, 2012, which was issued to advise owners and operators 
of the first actual reported crack in a Model 214ST spindle, P/N 214-
030-606-103.

Proposed Requirements of the SNPRM

    This proposed AD would require, within 50 hours TIS:
     Creating a component history card or equivalent record for 
each affected spindle;
     Determining total hours TIS, if not already recorded;
     Determining total accumulated RIN;
     Recording the RIN and hours TIS on the spindle's component 
history card or equivalent record;
     Establishing a new retirement life for spindle, P/N 214-
030-606-005, of 1,250 hours TIS or a total accumulated RIN of 20,000, 
whichever occurs first, for Models 214B and 214B-1, and reducing the 
retirement life for spindle, P/N 214-030-606-103, from 5,000 hours TIS 
to 2,500 hours TIS or an accumulated RIN of 50,000, whichever occurs 
first, for Model 214ST; and
     Replacing any spindle which has reached its airworthiness 
retirement life.

Differences Between this SNPRM and the Service Information

    The service information specifies, as part of determining the life 
of a currently installed spindle, accumulating a RIN factor of 2 for 
each lift or takeoff performed during a logging operation. This SNPRM 
would instead require using a RIN factor of 2 for any external load 
lift or takeoff in which the helicopter achieves a vertical altitude 
difference of greater than 200 feet indicated altitude between the 
pick-up and drop-off point. We have determined that other external load 
lift operations with the specified vertical altitude difference or 
greater would experience the same double torque cycle as in logging 
operations, and that a RIN factor of 2 would need to be used for those 
type of operations as well. Also, the service information for Models 
214B and 214B-1 specify an initial compliance time of 150 flight hours. 
We are retaining the initial compliance time of 50 hours TIS from the 
previous NPRM in this SNPRM.

Costs of Compliance

    We estimate that this proposed AD would affect 12 Model 214B/B-1 
and 24 Model 214ST helicopters of U.S. registry. We estimate that 
operators may incur the following costs in order to comply with this 
AD. It would take about 1 work-hour for the record keeping requirements 
of this proposed AD, and about 24 work-hours to replace both spindles. 
Labor costs are estimated at $85 per work-hour and the cost of parts 
would be about $39,806 for both spindles for a Model 214B or 214B-1, 
and $40,802 for both spindles for a Model 214ST. Based on these 
estimates, for record keeping and the replacement of a pair of 
spindles, the total per helicopter cost would be $41,931 for a Model 
214B or 214B-1 and $42,927 for a Model 214ST. The total cost of 
recordkeeping would be about $3,060.

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.

Regulatory Findings

    We determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD 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.
    For the reasons discussed above, I certify 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);
    (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 proposed AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

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

[[Page 31863]]

The Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 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 adding the following new airworthiness 
directive (AD):

Bell Helicopter Textron, Inc., Helicopters: Docket No. FAA-2008-
0288; Directorate Identifier 2006-SW-25-AD.

(a) Applicability

    This AD applies to Bell Helicopter Textron, Inc. (Bell), Model 
214B, 214B-1, and 214ST helicopters, with pylon support spindle 
assembly (spindle), part number (P/N) 214-030-606-005 or -103, 
installed, certificated in any category.

(b) Unsafe Condition

    This AD defines the unsafe condition as fatigue cracking of a 
spindle. This condition could result in failure of the spindle and 
subsequent loss of control of the helicopter.

(c) Compliance

    You are responsible for performing each action required by this 
AD within the specified compliance time unless it has already been 
accomplished prior to that time.

(d) Required Actions

    (1) Within 50 hours time-in-service (TIS):
    (i) Create a component history card or equivalent record for 
each spindle, P/N 214-030-606-005 and 214-030-606-103, recording the 
spindle's P/N and serial number (S/N).
    (ii) Review the helicopter records to determine the hours TIS of 
each spindle, if the hours TIS are not already recorded for your 
model helicopter. For each month for which the hours TIS is unknown, 
record 75 hours TIS.
    (iii) Determine the total accumulated retirement index number 
(RIN) for each spindle. For the purpose of this AD, count 1 RIN for 
each takeoff and 2 RIN for each external load lift in which the 
helicopter achieves a vertical altitude difference of greater than 
200 feet indicated altitude between the pick-up and drop-off point. 
For any time period for which the accumulated RIN cannot be 
determined while the spindle was installed on a helicopter, multiply 
the hours TIS by 30 to calculate the spindle's accumulated RIN.
    (iv) Record the hours TIS and total accumulated RIN for each 
spindle on the component history card or equivalent record.
    (2) Revise the Airworthiness Limitations section of the 
applicable maintenance manual or Instructions for Continued 
Airworthiness as follows:
    (i) By establishing a new retirement life for the spindle, P/N 
214-030-606-005, of 1,250 hours TIS or a total accumulated RIN of 
20,000, whichever occurs first.
    (ii) By reducing the retirement life for the spindle, P/N 214-
030-606-103, from 5,000 hours TIS to 2,500 hours TIS or a total 
accumulated RIN of 50,000, whichever occurs first.
    (3) Replace any spindle, P/N 214-030-606-005, that has been in 
service for 1,250 or more hours TIS, or a total accumulated RIN of 
20,000 or more, whichever occurs first.
    (4) Replace any spindle, P/N 214-030-606-103, that has been in 
service for 2,500 or more hours TIS, or a total accumulated RIN of 
50,000 or more, whichever occurs first.
    (5) Continue to count and record the accumulated RIN count and 
hours TIS for each spindle on its component history card or 
equivalent record.

(e) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Rotorcraft Certification Office, FAA, may 
approve AMOCs for this AD. Send your proposal to: Martin Crane, 
Aviation Safety Engineer, Rotorcraft Certification Office, 
Rotorcraft Directorate, FAA, 2601 Meacham Blvd., Fort Worth, Texas 
76137; telephone (817) 222-5056; email 7-AVS-ASW-170@faa.gov.
    (2) For operations conducted under a 14 CFR part 119 operating 
certificate or under 14 CFR part 91, subpart K, we suggest that you 
notify your principal inspector, or lacking a principal inspector, 
the manager of the local flight standards district office or 
certificate holding district office before operating any aircraft 
complying with this AD through an AMOC.

(f) Subject

    Joint Aircraft Service Component (JASC) Code: 6330, Transmission 
Mount.

    Issued in Fort Worth, Texas, on May 17, 2013.
Kim Smith,
Directorate Manager, Rotorcraft Directorate, Aircraft Certification 
Service.
[FR Doc. 2013-12522 Filed 5-24-13; 8:45 am]
BILLING CODE 4910-13-P


