This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

68873

Vol. 65, No. 221

Wednesday, November 15, 2000

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–36–AD; Amendment

39–11984; AD 2000–18–52]

RIN 2120–AA64

Airworthiness Directives; Bell

Helicopter Textron, Inc.—Manufactured

Model OH–13E, OH–13H, and OH–13S

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

2000–18–52 which was sent previously

to all known U.S. owners and operators

of Bell Helicopter Textron, Inc. (BHTI)-

manufactured Model OH–13E, OH–13H,

and OH–13S helicopters by individual

letters. This AD requires a liquid

penetrant or eddy current inspection of

the threads on each main rotor blade

grip (grip) for a crack. The inspections

must be accomplished within 100 hours

time-in-service (TIS) since initial

installation on any helicopter or within

10 hours TIS for grips with 100 or more

hours TIS and thereafter at intervals not

to exceed 200 hours TIS. This AD also

establishes a retirement life of 1200

hours TIS for affected grips. This

amendment is prompted by the results

of an investigation of an August 1998

accident in which a grip failed on a

BHTI Model 47G–2 helicopter due to a

fatigue crack. The OH–13E, OH–13H,

and OH–13S helicopters use the same

grips as the Model 47G–2 helicopters.

The actions specified by this AD are

intended to prevent failure of a grip,

loss of a main rotor blade, and

subsequent loss of control of the

helicopter.

DATES: Effective November 30, 2000, to

all persons except those persons to

whom it was made immediately

effective by Emergency AD 2000–18–52,

issued on September 1, 2000, which

contained the requirements of this

amendment.

Comments for inclusion in the Rules

Docket must be received on or before

January 16, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 2000–SW–

36–AD, 2601 Meacham Blvd., Room

663, Fort Worth, Texas 76137. You may

also send comments electronically to

the Rules Docket at the following

address: 9-asw-adcomments@faa.gov.

FOR FURTHER INFORMATION CONTACT:

Marc Belhumeur, Aviation Safety

Engineer, FAA, Rotorcraft Directorate,

Rotorcraft Certification Office, Fort

Worth, Texas 76193–0170, telephone

(817) 222–5177, fax (817) 222–5783.

SUPPLEMENTARY INFORMATION: On May

12, 1987, the FAA issued AD 86–06–

08R1, Docket No. 86–ASW–10 (52 FR

24135, June 29, 1987), which amended

AD 86–06–08 (51 FR 11300, April 2,

1986). Those AD’s required an initial

and repetitive fluorescent dye penetrant

inspection of each grip on BHTI Model

47 helicopters and on BHTImanufactured Model OH–13E, OH–13H,

and OH–13S helicopters. On August 31,

2000, the FAA issued AD 2000–58–51,

Docket No. 2000–SW–35–AD, that

superseded those previous AD’s,

changed the compliance time, and

established a retirement life for the grips

on the BHTI Model 47 series

helicopters. To address the same unsafe

condition as is addressed for the Model

47 series helicopters in AD 2000–58–51,

the FAA issued Emergency AD 2000–

18–52 on September 1, 2000 for BHTImanufactured Model OH–13E, OH–13H,

and OH–13S helicopters. The

emergency AD requires a liquid

penetrant or eddy current inspection of

the threads on each grip for a crack. The

inspections must be accomplished

within 100 hours TIS since initial

installation on any helicopter or within

10 hours TIS for grips with 100 or more

hours TIS, and thereafter at intervals not

to exceed 200 hours TIS. That

emergency AD also establishes a

retirement life of 1200 hours TIS for

affected grips. That action was

prompted by the results of an

investigation of an August 1998

accident in which a grip failed on a

BHTI Model 47G–2 helicopter due to a

fatigue crack. An analysis of Australian

field service data revealed fatigue cracks

in the majority of the grips inspected.

Since issuance of Emergency AD 2000–

18–52, other cracked grips with less

than 1200 hours TIS have been

discovered. The OH–13E, OH–13H, and

OH–13S helicopters use the same grips

as the Model 47G–2 helicopters. This

condition, if not corrected, could result

in failure of a grip, loss of a main rotor

blade, and subsequent loss of control of

the helicopter.

Since the unsafe condition described

is likely to exist or develop on other

BHTI-manufactured Model OH–13E,

OH–13H, and OH–13S helicopters of the

same type design, the FAA issued

Emergency AD 2000–18–52 to prevent

failure of a grip, loss of a main rotor

blade, and subsequent loss of control of

the helicopter. The AD requires the

following:

• Within the first 100 hours TIS since

initial installation on any helicopter or

within the next 10 hours TIS if 100

hours TIS has been exceeded, conduct

a liquid penetrant or eddy current

inspection of the grip threads for a

crack.

• Thereafter, conduct the liquid

penetrant or eddy current inspection at

intervals not to exceed 200 hours TIS.

• If a crack is detected, before further

flight, replace the cracked grip with an

airworthy grip.

• Establish a retirement life of 1200

hours TIS.

The short compliance time involved

is required because the previously

described critical unsafe condition can

adversely affect the structural integrity

and controllability of the helicopter.

Therefore, the above actions are

required at the specified time intervals,

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 September 1, 2000 to

68874 Federal Register / Vol. 65, No. 221 / Wednesday, November 15, 2000 / Rules and Regulations

all known U.S. owners and operators of

BHTI-manufactured Model OH–13E,

OH–13H, and OH–13S 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 300

helicopters of U.S. registry will be

affected by this AD, that it will take

approximately 10 work hours per

helicopter to accomplish either

inspection, and that the average labor

rate is $60 per work hour. Required

parts, if a grip needs to be replaced, will

cost approximately $4,000 per grip

(there are two grips on each helicopter).

Based on these figures, the total cost

impact of the AD on U.S. operators is

estimated to be $2,580,000, assuming

one inspection per helicopter and

replacement of both grips on each

helicopter.

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 mailed

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. 2000–SW–

36–AD.’’ The postcard will be date

stamped and returned to the

commenter.

The regulations adopted herein 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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

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 FAA, Office of the

Regional Counsel, Southwest Region,

2601 Meacham Blvd., Room 663, Fort

Worth, Texas.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, 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:

2000–18–52 Gifton McCreay (Formerly

Aerodyne Systems Engineering, LTD.,

Formerly Texas Helicopter Corp.),

Continental Copters, Inc., Teryjon

Aviation Inc., Hawkeye Rotor and Wing

Flight School: Amendment 39–11984.

Docket No. 2000–SW–36–AD.

Applicability: Bell Helicopter Textron, Inc.

(BHTI)-manufactured Model OH–13E, OH–

13H, and OH–13S helicopters, with main

rotor blade grips, part number (P/N) 47–120–

135–2, 47–120–135–3, 47–120–135–5, 47–

120–252–1, 47–120–252–7, 47–120–252–11,

74–120–252–11, and 74–120–135–5,

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

otherwise 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 request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent failure of a main rotor blade

grip (grip), separation of a main rotor blade,

and subsequent loss of control of the

helicopter, accomplish the following:

(a) Within 100 hours time-in-service (TIS)

since initial installation on any helicopter or

within 10 hours TIS for grips with 100 or

more hours TIS, conduct a liquid penetrant

or eddy current inspection of the grip threads

for a crack. Thereafter, conduct the liquid

penetrant or eddy current inspection at

intervals not to exceed 200 hours TIS. If a

crack is detected, before further flight,

replace the cracked grip with an airworthy

grip.

(b) On or before 1200 hours TIS, replace

each grip with an airworthy grip. This AD

establishes a retirement life of 1200 hours

TIS for grips, P/N 47–120–135–2, 47–120–

135–3, 47–120–135–5, 47–120–252–1, 47–

120–252–7, 47–120–252–11, 74–120–252–11,

and 74–120–135–5.

(c) 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, FAA. 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.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Rotorcraft Certification

Office.

(d) Special flight permits may be issued in

accordance with 14 CFR 21.197 and 21.199

to operate the helicopter to a location where

the requirements of this AD can be

accomplished.

(e) This amendment becomes effective on

November 30, 2000, to all persons except

those persons to whom it was made

immediately effective by Emergency AD

2000–18–52, issued September 1, 2000,

which contained the requirements of this

amendment.

Federal Register / Vol. 65, No. 221 / Wednesday, November 15, 2000 / Rules and Regulations 68875

Issued in Fort Worth, Texas, on November

2, 2000.

Mark R. Schilling,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 00–29050 Filed 11–14–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NE–03–AD; Amendment

39–11981; AD 2000–23–11]

RIN 2120–AA64

Airworthiness Directives; Rolls-Royce

Spey 555–15, –15H, –15N, and –15P

Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to Rolls-Royce (RR) plc. Spey

555–15, –15H, –15N, and –15P turbofan

engines, that requires modification of

the low pressure (LP) turbine stage 2

nozzle guide vane (NGV) support ring

seal assembly. This amendment is

prompted by two instances of disk drive

arm damage. In both cases, heavy

damage to the stage 1 LP turbine-tostage 2 LP turbine disk drive arm

occurred as a result of an out-of-balance

condition following the failure of a stage

2 LP turbine blade. The actions

specified by this AD are intended to

prevent damage to the disk drive arm

which could result in loss of stage 1 LP

turbine-to-stage 2 LP turbine disk drive,

a turbine overspeed condition, and

possible uncontained disk failure and

damage to the airplane.

DATES: Effective date December 20,

2000. The incorporation by reference of

certain publications listed in the rule is

approved by the Director of the Federal

Register as of December 20, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Rolls-Royce plc, PO Box 31, Derby,

England, DE248BJ; telephone No. 011–

44–1332–242–424; FAX No. 011–44–

1332–245–418. This information may be

examined at the Federal Aviation

Administration (FAA), New England

Region, Office of the Regional Counsel,

12 New England Executive Park,

Burlington, MA; or at the Office of the

Federal Register, 800 North Capitol

Street, NW, suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

James Lawrence, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone No. 781–238–

7176; fax No. 781–238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to Rolls-Royce (RR)

plc. Spey 555–15, –15H, –15N, and

–15P turbofan engines was published in

the Federal Register on July 7, 2000 (65

FR 41884). That action proposed to

require modification of the low pressure

(LP) turbine stage 2 nozzle guide vane

(NGV) support ring seal assembly in

accordance with Service Bulletin (SB)

No. Sp 72–1063, dated May 1999.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposal or the FAA’s determination of

the cost to the public. The FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed.

Economic Impact

There are approximately 310 engines

of the affected design in the worldwide

fleet. The FAA estimates that 60 engines

installed on aircraft of U.S. registry

would be affected by this AD. It will

take approximately 2.0 work hours per

engine to accomplish the proposed

actions. The average labor rate is $60

per work hour. Since this action is a

rework of existing parts, there is no

required parts cost. Based on these

figures, the FAA estimates the total cost

impact of the proposed AD on U.S.

operators to be $7,200.

Regulatory Impact

This proposed rule does not have

federalism implications, as defined in

Executive Order No. 13132, because it

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.

Accordingly, the FAA has not consulted

with state authorities prior to

publication of this proposed rule.

For the reasons discussed above, I

certify that this action (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); 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. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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

Code of Federal 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 the following new airworthiness

directive:

2000–23–11 Rolls-Royce: Amendment 39–

11981. Docket 2000–NE–03–AD.

Applicability: Rolls-Royce (RR) plc. Spey

555–15, –15H, –15N, and –15P turbofan

engines. These engines are installed on but

not limited to Fokker F.28 Mark series

airplanes.

Note 1: This airworthiness directive (AD)

applies to each engine 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 engines that

have been modified, altered, or repaired so

that the performance of the requirements of

this AD is affected, the owner/operator must

request approval for an alternative method of

compliance in accordance with paragraph (b)

of this AD. The request should include an

assessment of the effect of the modification,

alteration, or repair on the unsafe condition

addressed by this AD; and, if the unsafe

condition has not been eliminated, the

request should include specific proposed

actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent damage to the disk drive arm

which could result in loss of stage 1 LP

turbine-to-stage 2 LP turbine disk drive, a

turbine overspeed condition and possible

uncontained disk failure, and damage to the

airplane, do the following:

Rework Instructions

(a) Within three years after the effective

date of this AD, rework the low pressure (LP)

turbine stage 2 nozzle guide vane (NGV)

support ring seal assembly in accordance

with paragraphs 2.A. through 2.C. of the

Accomplishment Instructions of RR service