[Federal Register Volume 87, Number 223 (Monday, November 21, 2022)]
[Rules and Regulations]
[Pages 70711-70714]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-20914]


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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.

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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.

[[Page 70712]]


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 [email protected].

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

[[Page 70713]]

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

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:

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 helicopters;
    (iii) Model TH-1F helicopters; current type certificate holders 
include, but are not limited to, Robinson Air Crane Inc.; Rotorcraft 
Development 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;

[[Page 70714]]

    (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 Aircraft Support, Inc.; Red Tail Flying Services, LLC; 
Richards Heavylift Helo, Inc.; Rotorcraft Development Corporation; 
Southwest Florida Aviation International, Inc.; and WSH, LLC (type 
certificate previously 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 Helicopter Technology, Inc.; Hagglund Helicopters, LLC; 
JJASPP Engineering Services LLC; Northwest Rotorcraft, LLC; Overseas 
Aircraft Support, Inc.; Richards Heavylift Helo, Inc.; Rotorcraft 
Development Corporation; 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 
transmission 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 already done.

(g) Required Actions

    (1) Within 3,000 hours time-in-service (TIS) accumulated by the 
main transmission 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 accordance 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 exceeds 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 service 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 lateral 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 assembly 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 assembly from service or repair the main transmission support 
case assembly 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 
transmission 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 transmission 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: [email protected].
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, 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 & Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort 
Worth, TX 76177; telephone (817) 222-5190; email 
[email protected].

(j) Material Incorporated by Reference

    None.

    Issued on September 22, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft 
Certification Service.
[FR Doc. 2022-20914 Filed 11-18-22; 8:45 am]
BILLING CODE 4910-13-P


