Federal Register / Vol. 72, No. 6 / Wednesday, January 10, 2007 / Rules and Regulations 1139 

Corporation Model G–1159A airplane 

modified by AeroMech Incorporated. 

Should AeroMech Incorporated apply at 

a later date for a supplemental type 

certificate to modify any other similar 

model included on Type Certificate No. 

A12EA to incorporate the same or 

similar novel or unusual design feature, 

these special conditions would apply to 

that model as well under § 21.101. 

Conclusion 

This action affects only certain novel 

or unusual design features on a 

Gulfstream Aerospace Corporation 

Model G–1159A airplane modified by 

AeroMech Incorporated. It is not a rule 

of general applicability and affects only 

the applicant who applied to the FAA 

for approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Therefore, under the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the supplemental type 

certification basis for the Gulfstream 

Aerospace Corporation Model G–1159A 

airplane modified by AeroMech 

Incorporated. 

1. Protection from Unwanted Effects 

of High-Intensity Radiated Fields 

(HIRF). Each electrical and electronic 

system that performs critical functions 

must be designed and installed to 

ensure that the operation and 

operational capability of these systems 

to perform critical functions are not 

adversely affected when the airplane is 

exposed to high-intensity radiated 

fields. 

2. For the purpose of these special 

conditions, the following definition 

applies: 

Critical Functions: Functions whose 

failure would contribute to or cause a 

failure condition that would prevent the 

continued safe flight and landing of the 

airplane. 

Issued in Renton, Washington, on 

December 29, 2006. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–197 Filed 1–9–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–25824; Directorate 

Identifier 2004–SW–23–AD; Amendment 39–

14876; AD 2007–01–05] 

RIN 2120–AA64 

Airworthiness Directives; Sikorsky 

Aircraft Corporation Model S–61L, N, 

R, and NM Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule. 

SUMMARY: This amendment adopts a 

new airworthiness directive (AD) for the 

specified Sikorsky Aircraft Corporation 

(Sikorsky) model helicopters that 

requires, within a specified time, 

creating a component history card or 

equivalent record. The AD also requires 

recording the hours time-in-service 

(TIS) and the external lift cycles (lift 

cycles) for each main gearbox input left 

and right freewheel unit (IFWU) 

assembly. Also, the AD requires 

calculating a moving average of lift 

cycles per hour TIS at specified 

intervals on each IFWU assembly. The 

moving average is used to determine if 

an IFWU assembly is used in repetitive 

external lift (REL) or non-REL helicopter 

operations. If an IFWU assembly is used 

in REL operations, this AD requires a 

visual and dimensional inspection of 

the IFWU assembly at specified 

intervals. This AD also requires 

recording certain information and 

replacing each part that is beyond the 

wear limits or that exhibits visual 

surface distress with an airworthy part. 

In addition, this AD requires 

permanently marking the REL IFWU 

camshafts and gear housings with the 

letters ‘‘REL’’ on the surface of these 

parts. This amendment is prompted by 

an accident in which the left and right 

IFWU assembly on a helicopter slipped 

or disengaged resulting in both engines 

over speeding, engine shutdowns, and 

loss of engine power to the 

transmissions. The actions specified by 

this AD are intended to prevent slipping 

in the IFWU assembly, loss of engine 

power to the transmissions, and 

subsequent loss of control of the 

helicopter. 

DATES: Effective February 14, 2007. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of February 

14, 2007. 

ADDRESSES: You may get the service 

information identified in this AD from 

Sikorsky Aircraft Corporation, Attn: 

Manager, Commercial Tech Support, 

6900 Main Street, Stratford, Connecticut 

06614, phone (203) 386–3001, fax (203) 

386–5983. 

Examining the Docket 

You may examine the docket that 

contains this AD, any comments, and 

other information on the Internet at 

http://dms.dot.gov, or at the Docket 

Management System (DMS), U.S. 

Department of Transportation, 400 

Seventh Street, SW., Room PL–401, on 

the plaza level of the Nassif Building, 

Washington, DC. 

FOR FURTHER INFORMATION CONTACT: Kirk 

Gustafson, Aviation Safety Engineer, 

Boston Aircraft Certification Office, 

Engine and Propeller Directorate, FAA, 

12 New England Executive Park, 

Burlington, MA 01803, telephone (781) 

238–7190, fax (781) 238–7170. 

SUPPLEMENTARY INFORMATION: A 

proposal to amend 14 CFR part 39 to 

include an AD for the specified model 

helicopters was published in the 

Federal Register on September 15, 2006 

(71 FR 54443). That action proposed to 

require, within a specified time, creating 

a component history card or equivalent 

record and counting and recording the 

hours TIS and the lift cycles for each 

IFWU assembly. A lift cycle is defined 

as an external load lift and subsequent 

release of that load. Also, the AD 

proposed calculating a moving average 

of lift cycles per hour TIS at specified 

intervals on the IFWU assembly. The 

moving average would determine if an 

IFWU assembly is designated as an REL 

or non-REL IFWU assembly. Once an 

IFWU assembly is designated as an REL 

IFWU assembly, the moving average 

would no longer need to be calculated 

for that IFWU assembly. For an IFWU 

assembly designated as an REL IFWU 

assembly, the AD proposed a repetitive 

visual and dimensional inspection of 

the IFWU assembly at 500 hours TIS or 

7500 lift cycles whichever occurs first. 

The AD proposed recording inspection 

information, providing a copy of the 

information to the FAA, and replacing 

each part that is beyond the wear or 

surface distress limits with an airworthy 

part. In addition, the AD proposed 

permanently marking the IFWU 

camshaft and gear housing with the 

letters ‘‘REL’’ on the surface of these 

parts. 

Sikorsky has issued Alert Service 

Bulletin No. 61B35–67B, Revision B, 

dated August 11, 2003 (ASB). The ASB 

specifies implementing a moving 

average procedure for determining REL 

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1140 Federal Register / Vol. 72, No. 6 / Wednesday, January 10, 2007 / Rules and Regulations 

status. Tracking lift cycles and the 

moving average procedure is contained 

in Sikorsky All Operators Letter CCS–

61–AOL–04–0005. Further, the ASB 

describes procedures for establishing an 

inspection interval for REL and non-REL 

operations, which are defined in section 

1.B. of the ASB. The ASB defines 

operations as REL when the average 

number of lift cycles exceeds 6 per flight 

hour during any 250 flight-hour period 

based on a moving average calculated at 

intervals not to exceed 50 hours of 

operations. The ASB defines operations 

as non-REL when the number of moving 

average lift cycles per hour is 6 or less. 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received. Sikorsky states 

there are three typographical errors in 

the NPRM. Under the heading 

‘‘Discussion,’’ paragraph 3, Alert Service 

Bulletin No. 61835–67B should be 

61B35–67B, and All Operators Letter 

CCS–61AOL–04–0005 should be CCS–

61–AOL–04–0005. Also, in the 

Compliance Section, within the last 

sentence in paragraph (d) ‘‘with oil’’

should read ‘‘and oil.’’ The FAA agrees 

that the three typographical errors 

should be corrected in this AD. 

After careful review of the available 

data, including the comments noted 

above, the FAA has determined that air 

safety and the public interest require 

adopting the rule with the changes 

described previously. We have 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

We estimate that this AD will affect 

21 helicopters of U.S. registry and will 

take about: 

• 4 work hours to measure and record 

the inspected dimensions; 

• 1 work hour to mark the REL parts; 

• 3 work hours per year per 

helicopter to do the cycle counting, 

recording the lift cycle count, and 

inspecting each IFWU assembly; 

• Cost about $80 per work hour; and 

• Cost about $600 to replace the 

IFWU rollers and $980 per helicopter to 

replace the IFWU Oilite bushings at 

each overhaul. 

Based on these figures, the estimated 

total cost impact of the AD on U.S. 

operators will be $46,620, assuming you 

replace the IFWU rollers and Oilite 

bushings on every helicopter and every 

IFWU assembly is determined to be an 

REL IFWU assembly based on the first 

lift cycle calculation. 

Regulatory Findings 

We have determined that 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 the 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. 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 AD. See the DMS to examine the 

economic evaluation. 

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. 

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. 

§ 39.13 [Amended] 

■ 2. Section 39.13 is amended by adding 

a new airworthiness directive to read as 

follows: 

2007–01–05 Sikorsky Aircraft Corporation: 

Amendment 39–14876. Docket No. 

FAA–2006–25824; Directorate Identifier 

2004–SW–23–AD. 

Applicability 

Model S–61L, N, R, and NM helicopters, 

certificated in any category. 

Compliance 

Required as indicated. 

To prevent slipping of the main gearbox 

input freewheel unit (IFWU) assembly, loss 

of engine power, and subsequent loss of 

control of the helicopter, do the following: 

(a) Within 10 hours time-in-service (TIS), 

(1) Create an external lift component history 

card or equivalent record for each IFWU 

assembly, part number (P/N) 61074–35000–

041 through 61074–35000–063, unless 

accomplished previously, and 

(2) Count and, at the end of each days 

operations, record the number of external lift 

cycles (lift cycles) performed and the hours 

TIS. A ‘‘lift cycle’’ is defined as the lifting of 

an external load and subsequent release of 

the load. 

(b) Determine whether the IFWU assembly 

is an REL or non-REL IFWU assembly by 

using a 250-hour TIS moving average as 

follows: 

(1) Upon reaching 250 hours TIS after the 

effective date of this AD, calculate the first 

moving average of lift cycles by following the 

instructions in Section I of Appendix I of this 

AD. 

(i) If the calculation under paragraph (b)(1) 

of this AD results in more than 6 lift cycles 

per hour TIS, the IFWU assembly is an REL 

IFWU assembly. 

(ii) If the calculation under paragraph (b)(1) 

of this AD results in 6 or less lift cycles per 

hour TIS, the IFWU assembly is a Non-REL 

IFWU assembly. 

(2) If you determine the IFWU assembly is 

a Non-REL IFWU assembly based on the first 

calculation of the 250-hour TIS moving 

average for lift cycles, thereafter at intervals 

of 50 hour TIS, recalculate the average lift 

cycles per hour TIS by following the 

instructions in Section II of Appendix 1 of 

this AD. 

(i) If the calculation under paragraph (b)(2) 

of this AD results in more than 6 lift cycles 

per hour TIS, the IFWU assembly is an REL 

IFWU assembly. 

(ii) If the calculation under paragraph (b)(2) 

of this AD results in 6 or less lift cycles per 

hour TIS, the IFWU assembly is a Non-REL 

IFWU assembly. 

(3) Once an IFWU assembly is determined 

to be an REL IFWU assembly, it remains an 

REL IFWU assembly for the rest of its service 

life and is subject to the AD inspection 

requirements for REL IFWU assemblies. 

(4) Once an IFWU assembly is determined 

to be an REL IFWU assembly, you no longer 

need to perform the 250-hour TIS moving 

average calculation, but you must continue to 

count and record the lift cycles. 

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Federal Register / Vol. 72, No. 6 / Wednesday, January 10, 2007 / Rules and Regulations 1141 

Note 1: Sikorsky Aircraft Corporation 

issued an All Operators Letter (AOL) CCS–

61–AOL–04–0005, dated May 18, 2004, with 

an example and additional information about 

tracking cycles and the moving average 

procedure. You can obtain this AOL from the 

manufacturer at the address stated in the 

ADDRESSES portion of this AD. 

(c) For each REL IFWU assembly, at 

intervals not to exceed 500 hours TIS or 7500 

lift cycles, whichever occurs first, since the 

last IFWU assembly inspection: 

(1) Inspect for wear, surface distress, and 

endplay by following paragraphs B.(1) 

through B.(6) of the Accomplishment 

Instructions of Sikorsky Aircraft Corporation 

Alert Service Bulletin No. 61B35–67B, 

Revision B, dated August 11, 2003 (ASB). 

Record all the information specified in 

Figures 1 through 3 attached to the ASB. You 

may record this information on any suitable 

maintenance record, or you may use the 

Sikorsky evaluation forms provided in the 

ASB. This AD does not require you to contact 

Sikorsky. 

(2) Replace any IFWU assembly part whose 

average wear, wear marks, surface distress, or 

endplay exceeds the limits stated in 

paragraph B.(1) through B.(6) of the 

Accomplishment Instructions of the ASB 

with an airworthy IFWU assembly part. 

Note 2: Sikorsky S–61 Overhaul Manual, 

Number SA 4045–83, Revision 20, dated 

August 15, 2003, as revised by Temporary 

Revisions 65–193, –194, –195, and –196, 

contains the overhaul procedures for the 

IFWU assembly. 

(d) For each REL IFWU assembly, 

permanently mark IFWU camshafts, P/N 

S6135–20611, S6135–20614 and S6137–

23075, and IFWU gear housings, P/N S6135–

20695 and S6137–23057, with the letters 

‘‘REL’’. Mark the camshafts by applying 

etching ink on the surface of the part that is 

0.5 inch square with the depth of the letters 

not to exceed 0.001 inch. After etching, 

neutralize the etched surface and oil to 

prevent corrosion. 

(e) For the next 24 months and within 10 

days after completing the requirements of 

paragraph (c)(1) of this AD, provide a copy 

of the recorded information to the Manager 

of the Boston Aircraft Certification Office, 

Engine and Propeller Directorate, FAA, 12 

New England Executive Park, Burlington, 

MA 01803. 

Note 3: In the ASB, Sikorsky requests 

copies of the completed inspection forms, 

Figures 1 through 3 to their ASB. This AD 

does not require you to provide these forms 

to Sikorsky. 

(f) Information collection requirements 

contained in this AD have been approved by 

the Office of Management and Budget (OMB) 

under the provisions of the Paperwork 

Reduction Act of 1980 (44 U.S.C. 3501 et 

seq.) and have been assigned OMB Control 

Number 2120–0056. 

(g) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manger, Boston Aircraft 

Certification Office, Engine and Propeller 

Directorate, FAA, ATTN: Kirk Gustafson, 

Aviation Safety Engineer, 12 New England 

Executive Park, Burlington, MA 01803, 

telephone (781) 238–7190, fax (781) 238–

7170, for information about previously 

approved alternative methods of compliance. 

(h) The inspections shall be done by 

following the specified portions of Sikorsky 

Aircraft Corporation Alert Service Bulletin 

No. 61B35–67B, Revision B, dated August 11, 

2003. The Director of the Federal Register 

approved this incorporation by reference in 

accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. Copies may be obtained from 

Sikorsky Aircraft Corporation, Attn: Manager, 

Commercial Tech Support, 6900 Main Street, 

Stratford, Connecticut 06614, phone (203) 

386–3001, fax (203) 386–5983. Copies may be 

inspected at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

(i) This amendment becomes effective on 

February 14, 2007. 

Appendix I 

Section I: The first moving average of lift 

cycles per hour TIS. 

The first moving average calculation is 

performed on the IFWU assembly when the 

external lift component history card record 

reflects that the IFWU assembly has reached 

its first 250 hours TIS. To perform the 

calculation, divide the total number of lift 

cycles performed during the first 250 hours 

TIS by 250. The result will be the first 

moving average calculation of lift cycles per 

hour TIS. 

Section II: Subsequent moving average of 

lift cycles per hour TIS. 

Subsequent moving average calculations 

are performed on the IFWU assembly at 

intervals of 50 hour TIS after the first moving 

average calculation. Subtract the total 

number of lift cycles performed during the 

first 50-hour TIS interval used in the 

previous moving average calculation from the 

total number of lift cycles performed on the 

IFWU assembly during the previous 300 

hours TIS. Divide this result by 250. The 

result will be the next or subsequent moving 

average calculation of lift cycles per hour 

TIS. 

Section III: Sample calculation for 

subsequent 50 hour TIS intervals. 

Assume the total number of lift cycles for 

the first 50 hour TIS interval used in the 

previous moving average calculation = 450 

lift cycles and the total number of lift cycles 

for the previous 300 hours TIS = 2700 lift 

cycles. The subsequent moving average of lift 

cycles per hour TIS = (2700–450) divided by 

250 = 9 lift cycles per hour TIS. 

Issued in Fort Worth, Texas, on December 

26, 2006. 

David A. Downey, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. E7–40 Filed 1–9–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–26128; Directorate 

Identifier 2006–NE–34–AD; Amendment 39–

14875; AD 2007–01–04] 

RIN 2120–AA64 

Airworthiness Directives; Turbomeca 

Artouste III B and III B1 Turboshaft 

Engines 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD results 

from mandatory continuing 

airworthiness information (MCAI) 

issued by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

3 cases of cracking due to exfoliation 

corrosion on the unions of fuel pipes P/N 0 

202 12 800 0, connecting the Fuel Control 

Unit to the start electrovalve, were reported. 

These cases of cracking, if they had not 

previously been detected, could have caused 

a loss of integrity of the union conveying fuel 

under pressure. A fuel leakage could then 

have happened and would have led to an 

uncommanded loss of power and to a fire 

hazard. This AD requires the fuel pipe to be 

inspected for cracking. 

This AD requires actions that are 

intended to address the unsafe 

condition described in the MCAI. 

DATES: This AD becomes effective 

January 25, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of Turbomeca Mandatory Service 

Bulletin No. A218 73 0803, dated May 

2, 2006, listed in the AD as of January 

25, 2007. 

We must receive comments on this 

AD by February 9, 2007. 

ADDRESSES: You may send comments by 

any of the following methods: 

• DOT Docket Web Site: Go to http:// 

dms.dot.gov and follow the instructions 

for sending your comments 

electronically. 

• Fax: (202) 493–2251. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

mstockstill on PROD1PC61 with RULES