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contains regulatory documents having general

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are keyed to and codified in the Code of

Federal Regulations, which is published under

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Rules and Regulations Federal Register

9985 

Vol. 80, No. 37 

Wednesday, February 25, 2015 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0397; Directorate 

Identifier 2014–SW–048–AD; Amendment 

39–18107; AD 2015–04–05] 

RIN 2120–AA64 

Airworthiness Directives; Sikorsky 

Aircraft Corporation (Sikorsky) 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Sikorsky Model S–76A, B, C, and D 

helicopters. This AD requires inspecting 

the tail rotor drive shaft (TDS) flange-toshaft attachment hardware for correct 

assembly and correct torque of the 

fasteners. If there is a discrepancy, this 

AD requires, before further flight, 

applying an index mark to the flange 

and TDS, inspecting the flange and shaft 

for a crack, fracture, wear, and certain 

measurements, and replacing any part 

that does not meet the approved criteria 

before further flight. This AD is 

prompted by a partial loss of tail rotor 

drive resulting in a forced landing. The 

actions specified by this AD are 

intended to prevent failure at the flangeto-shaft attachment, loss of a tail rotor 

drive, and subsequent loss of control of 

the helicopter. 

DATES: This AD becomes effective 

March 12, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document as of March 12, 

2015. 

We must receive comments on this 

AD by April 27, 2015. 

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 

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 AD, any 

incorporated by reference service 

information, 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 Sikorsky Aircraft 

Corporation, Customer Service 

Engineering, 124 Quarry Road, 

Trumbull, CT 06611; telephone 1–800– 

Winged–S or 203–416–4299; email 

sikorskywcs@sikorsky.com. 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. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

0397. 

FOR FURTHER INFORMATION CONTACT: 

Michael Schwetz, Aviation Safety 

Engineer, Boston Aircraft Certification 

Office, Engine & Propeller Directorate, 

FAA, 12 New England Executive Park, 

Burlington, Massachusetts 01803; 

telephone (781) 238–7761; email 

michael.schwetz@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments prior to it becoming effective. 

However, 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 resulted from 

adopting this AD. The most helpful 

comments reference a specific portion of 

the AD, 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 them 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 

rulemaking during the comment period. 

We will consider all the comments we 

receive and may conduct additional 

rulemaking based on those comments. 

Discussion 

We are adopting a new AD for certain 

Sikorsky Model S–76A, B, C, and D 

helicopters. This AD requires inspecting 

the TDS flange-to-shaft attachment 

hardware at four locations for correct 

installation and correct torque of the 

fasteners. If there is movement, 

misalignment of the torque stripe, a 

misassembled part, or torque of less 

than 105 inch-pounds on any nut, this 

AD requires applying an index mark to 

the flange and shaft to make sure the 

flange is reinstalled in the same position 

to maintain shaft balance, and, before 

further flight, inspecting the flange and 

shaft for a crack, fracture, wear on the 

mounting hole, and diameter 

measurements, and replacing the TDS if 

the flange or stub does not meet the 

inspection criteria. This AD is prompted 

by a partial loss of tail rotor drive 

resulting in a forced landing, and 

instances where TDS flange-to-shaft 

attachment hardware was found to be 

loose or fractured. The actions specified 

by this AD are intended to detect loose 

or fractured hardware and prevent 

failure of the TDS at the flange-to-shaft 

attachment, loss of a tail rotor drive, and 


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9986 Federal Register / Vol. 80, No. 37 / Wednesday, February 25, 2015 / Rules and Regulations 

subsequent loss of control of the 

helicopter. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of these same 

type designs. 

Related Service Information Under 1 

CFR Part 51 

Sikorsky issued Alert Service Bulletin 

ASB 76–66–52, Basic Issue, on April 1, 

2014, which specifies a one-time 

inspection of the TDS flange-to-shaft 

attachment hardware for proper 

installation and torque. If there is 

movement, torque stripe misalignment, 

or misassembled hardware, the ASB 

specifies removing and returning the 

hardware to Sikorsky with certain forms 

and replacing hardware with airworthy 

TDS hardware before returning the 

helicopter to service. The ASB also 

specifies either replacing the TDS or 

inspecting the flange and shaft for a 

crack, fracture, wear of the mounting 

hole, and diameter and replacing any 

part that does not meet the approved 

criteria. The ASB states there were 

instances where the TDS flange-to-shaft 

attachment hardware was found loose or 

fractured. This service information is 

reasonably available; see ADDRESSES for 

ways to access this service information. 

AD Requirements 

This AD requires, within 30 days: 

• Inspecting each TDS flange 

attachment hardware at all four 

locations for looseness and torque stripe 

misalignment, inspecting each nut to 

determine whether it can be rotated by 

hand, determining whether the 

hardware is assembled correctly, and 

determining the torque of each nut. 

• If there is no looseness, torque 

stripe misalignment, incorrect hardware 

assembly, and if no nut can be rotated 

by hand and the torque of any nut is not 

less than 105 inch-pounds, no further 

action is required by this AD. 

• If there is looseness, torque stripe 

misalignment, incorrect hardware 

assembly, a nut rotated by hand, or the 

torque of any nut is less than 105 inchpounds: 

Æ Applying an index mark to the 

flange and shaft, unbolting and 

removing the flange from the shaft, 

visually inspecting each radius washer 

for wear or fretting, and replacing any 

washer with wear or fretting. 

Æ Inspecting the flange and shaft for 

a crack, fracture, wear on the mounting 

hole, and diameter, and replacing the 

TDS with an airworthy TDS if the flange 

and shaft fail any of the inspection 

criteria. 

Æ Aligning index marks, installing the 

flange on the shaft, and coating the grip 

length of each bolt and the contact 

surfaces on each radius washer and 

washer with epoxy polyamide primer. 

Æ Torquing each nut. 

Differences Between This AD and the 

Service Information 

The AD does not require returning the 

unairworthy parts with certain forms to 

the manufacturer as does the service 

information. 

Costs of Compliance 

We estimate that this AD affects 260 

helicopters of U.S. Registry. We estimate 

that operators may incur the following 

costs in order to comply with this AD. 

We estimate $85 per work-hour for 

labor. We estimate 2.2 work-hours to 

inspect the hardware assembly and 

torque at a cost of $187 per helicopter 

and $48,620 for the fleet. We estimate 

2.2 work-hours if the hardware is 

replaced and $1,200 for the required 

parts, for a total cost of $1,387 per 

helicopter. 

FAA’s Justification and Determination 

of the Effective Date 

Providing an opportunity for public 

comments before adopting these AD 

requirements would delay 

implementing the safety actions needed 

to correct this known unsafe condition. 

Therefore, we find that the risk to the 

flying public justifies waiving notice 

and comment before adopting this rule 

because the required corrective actions 

must be done within 30 days, a very 

short time period based on the average 

flight-hour utilization rate of these 

helicopters used for commuter, air 

ambulance, and offshore operations. 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we determined that notice and 

opportunity for public comment before 

issuing this AD are impracticable and 

that good cause exists for making this 

amendment effective in less than 30 

days. 

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 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, I certify 

that this AD: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under 

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 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. 

Adoption of 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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–04–05 Sikorsky Aircraft Corporation: 

Amendment 39–18107; Docket No. 

FAA–2015–0397; Directorate Identifier 

2014–SW–048–AD. 


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Federal Register / Vol. 80, No. 37 / Wednesday, February 25, 2015 / Rules and Regulations 9987 

(a) Applicability 

This AD applies to Model S–76A, S–76B, 

S–76C, and S–76D helicopters, serial 

numbers (S/N) up to and including 761050, 

certificated in any category, with a tail drive 

shaft (TDS) part number (P/N) and S/N as 

follows: 

(a) P/N 76361–04004 (all dash numbers) 

with an S/N up to and including A127– 

01092; or 

(b) P/N 76361–04604 (all dash numbers) 

with an S/N with a prefix A240 or B240, or 

with an S/N C240–00001 through C240– 

00880. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

loose or fractured TDS flange-to-shaft 

attachment hardware. This condition could 

result in loss of a tail rotor drive and 

subsequent loss of control of the helicopter. 

(c) Effective Date 

This AD becomes effective March 12, 2015. 

(d) 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. 

(e) Required Actions 

Within 30 hours time-in-service: 

(1) Inspect each TDS flange attachment 

hardware at all four locations for looseness 

and torque stripe misalignment as depicted 

in Figure 1 and shown in Figure 2 of 

Sikorsky Aircraft Corporation Alert Service 

Bulletin ASB 76–66–52, Basic Issue, dated 

April 1, 2014 (ASB). Inspect each nut to 

determine whether it can be rotated by hand. 

Determine whether the hardware is 

assembled correctly by following the 

Accomplishment Instructions, paragraph 

B.(3)(a) through B.(3)(b) of the ASB. 

Determine the torque of each nut. 

(2) If there is no looseness, torque stripe 

misalignment, incorrect hardware assembly, 

and if no nut can be rotated by hand and the 

torque of any nut is not less than 105 inchpounds, no further action is required by this 

AD. 

(3) If there is looseness, torque stripe 

misalignment, incorrect hardware assembly, 

a nut rotated by hand, or the torque of any 

nut is less than 105 inch-pounds, do the 

following: 

(i) Apply an index mark to the flange and 

shaft to make sure the flange is reinstalled in 

the same position and to maintain shaft 

balance, unbolt and remove the flange from 

the shaft, and visually inspect each radius 

washer for wear or fretting. Replace any 

washer with wear or fretting. 

(ii) Inspect the flange and shaft for a crack, 

fracture, wear on the mounting hole, and 

diameter by following the Accomplishment 

Instructions, paragraph 3.D.(5)(a) through 

3.D.(5)(e), of the ASB. If the flange and shaft 

fail any of the inspection criteria, before 

further flight, replace the TDS with an 

airworthy TDS. 

(iii) Align index marks, install the flange 

on the shaft, and coat the grip length of each 

bolt and the contact surfaces on each radius 

washer and washer with epoxy polyamide 

primer. 

(iv) Torque each nut by following either 

paragraph D.(9) or D.(10) of the 

Accomplishment Instructions of the ASB. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Boston Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Send your proposal to: 

Michael Schwetz, Aviation Safety Engineer, 

Engine & Propeller Directorate, FAA, 12 New 

England Executive Park, Burlington, 

Massachusetts 01803; telephone (781) 238– 

7761; email michael.schwetz@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. 

(g) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6510 Tail Rotor Drive Shaft. 

(h) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Sikorsky Aircraft Corporation Alert 

Service Bulletin ASB 76–66–52, Basic issue, 

dated April 1, 2014. 

(ii) Reserved. 

(3) For Sikorsky Aircraft Corporation 

service information identified in this AD, 

contact Sikorsky Aircraft Corporation, 

Customer Service Engineering, 124 Quarry 

Road, Trumbull, CT 06611; telephone 1–800– 

Winged–S or 203–416–4299; email 

sikorskywcs@sikorsky.com. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

(5) You may view this service information 

that is incorporated by reference 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/cfr/ibrlocations.html. 

Issued in Fort Worth, Texas, on February 

9, 2015. 

Bruce E. Cain, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–03703 Filed 2–24–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF JUSTICE 

28 CFR Part 0 

[AG Order No. 3495–2015] 

Authorization To Seize Property 

Involved in Drug Offenses for 

Administrative Forfeiture (2012R–9P) 

AGENCY: Department of Justice. 

ACTION: Final rule. 

SUMMARY: The Department of Justice is 

amending its regulations to delegate to 

the Director of the Bureau of Alcohol, 

Tobacco, Firearms, and Explosives 

(ATF) authority to seize and 

administratively forfeit property 

involved in controlled substance 

offenses. 

DATES: This rule is effective February 

25, 2015. 

FOR FURTHER INFORMATION CONTACT: 

Denise Brown, Enforcement Programs 

and Services, Bureau of Alcohol, 

Tobacco, Firearms, and Explosives, U.S. 

Department of Justice, 99 New York 

Avenue NE., Washington, DC 20226, 

telephone: (202) 648–7070. 

SUPPLEMENTARY INFORMATION: 

Background 

After the Bureau of Alcohol, Tobacco, 

Firearms, and Explosives (ATF) became 

part of the Department of Justice (DOJ) 

in January 2003, pursuant to the 

Homeland Security Act of 2002 (Pub. L. 

107–296), the Attorney General 

delegated to ATF the authority to 

investigate, seize, and forfeit property 

involved in a violation or attempted 

violation within its investigative 

jurisdiction. See 28 CFR 0.130(b)(1). 

ATF investigations focusing on violent 

crime frequently involve complex 

criminal organizations with multiple 

criminal enterprises and uncover drugrelated offenses in addition to offenses 

within ATF’s primary jurisdiction, such 

as violations of the Gun Control Act, 18 

U.S.C. Chapter 44, the National 

Firearms Act, 26 U.S.C. Chapter 53, or 

the Contraband Cigarette Trafficking 

Act, 18 U.S.C. Chapter 114. In such 

investigations, ATF historically did not 

have authority under 21 U.S.C. Chapter 

13 to seize for administrative forfeiture 

property involved in controlled 

substance offenses. Instead, ATF 

generally referred such property to the 

Drug Enforcement Administration 

(DEA), which is primarily responsible 

for investigating violations of drug laws 

contained in title 21 of the United States 

Code. DEA would then initiate, process, 

and conclude all necessary 

administrative forfeiture actions for the 

controlled substance-related property. 


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