3176 Federal Register / Vol. 87, No. 14 / Friday, January 21, 2022 / Rules and Regulations 

B. Regulatory Impact Analysis: 

E.O.12866 

The MSPB has determined that this is 

not a significant regulatory action under 

E.O. 12866. Therefore, no regulatory 

impact analysis is required. 

C. Regulatory Flexibility Act 

The Regulatory Flexibility Act (RFA) 

requires an agency to prepare a 

regulatory flexibility analysis for rules 

unless the agency certifies that the rule 

will not have a significant economic 

impact on a substantial number of small 

entities. The RFA applies only to rules 

for which an agency is required to first 

publish a proposed rule. See 5 U.S.C. 

603(a) and 604(a). As discussed above, 

the 2015 Act does not require agencies 

to first publish a proposed rule when 

adjusting CMPs within their 

jurisdiction. Thus, the RFA does not 

apply to this final rule. 

D. Paperwork Reduction Act 

This document does not contain 

information collection requirements 

subject to the Paperwork Reduction Act 

of 1995, Public Law 104–13 (44 U.S.C. 

Chapter 35). 

E. Congressional Review Act 

Pursuant to the Congressional Review 

Act (5 U.S.C. 801, et seq.), the Office of 

Information and Regulatory Affairs 

designated this rule as not a ‘‘major 

rule’’ as defined by 5 U.S.C. 804(2). 

List of Subjects in 5 CFR Part 1201 

Administrative practice and 

procedure, Civil rights, Government 

employees. 

For the reasons set forth above, 5 CFR 

part 1201 is amended as follows: 

PART 1201—PRACTICES AND 

PROCEDURES 

■ 1. The authority citation for part 1201 

continues to read as follows: 

Authority: 5 U.S.C. 1204, 1305, and 7701, 

and 38 U.S.C. 4331, unless otherwise noted. 

§ 1201.126 [Amended] 

■ 2. Section 1201.126 is amended in 

paragraph (a) by removing ‘‘$1,125’’ and 

adding in its place ‘‘$1,195.’’ 

Jennifer Everling, 

Acting Clerk of the Board. 

[FR Doc. 2022–01122 Filed 1–20–22; 8:45 am] 

BILLING CODE 7401–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0189; Project 

Identifier AD–2020–00645–R; Amendment 

39–21875; AD 2021–26–16] 

RIN 2120–AA64 

Airworthiness Directives; Various 

Restricted Category Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

type certificated Model UH–1H 

restricted category helicopters. This AD 

was prompted by multiple reports of 

failure of the main driveshaft. This AD 

requires establishing a limit to replace 

certain main driveshafts, and a one-time 

and repetitive inspections of the main 

driveshafts. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective February 25, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of February 25, 2022. 

ADDRESSES: For service information 

identified in this final rule, contact U.S. 

Army Materiel Command Logistics Data 

Analysis Center (USAMC LDAC), 

ATTN: Equipment Publication Control 

Officers (EPCOs), Building 3305, Redeye 

Road, Redstone Arsenal, AL 

35898–7466; telephone (256) 955–7716 

or 1–866–211–3367; email 

usarmy.redstone.ldac.mbx.logetm@

mail.mil; or at https:// 

enterprise.armyerp.army.mil. 

You may also contact the following as 

applicable: 

Arrow Falcon Exporters Inc., 2081 S 

Wildcat Way, Porterville, CA 93257; 

telephone (559) 781–8604; fax (559) 

781–9271; email afe@arrowfalcon.com. 

Global Helicopter Technology, Inc., 

P.O. Box 180681, Arlington, Texas 

76096; telephone (817) 557–3391; email 

ghti@ghti.net. 

Hagglund Helicopters, LLC, 5101 NW 

A Avenue, Pendleton, OR 97801; 

telephone (800) 882–3554 or (541) 

276–3554; fax (541) 276–1597. 

JASPP Engineering Services, LLC., 

511 Harmon Terrace, Arlington, TX 

76010; telephone (817) 465–4495; or at 

www.jjaspp.com. 

Northwest Rotorcraft, LLC, 1000 85th 

Ave. SE, Olympia, WA 98501; telephone 

(360) 754–7200; or at 

www.nwhelicopters.com. 

Overseas Aircraft Support, Inc., P.O. 

Box 898, Lakeside, AZ 85929; telephone 

(928) 368–6965; fax (928) 368–6962. 

Richards Heavylift Helo, Inc., 1181 

Osprey Nest Point, Orange Park, FL 

32073; (904) 472–1481; email 

Glenn7444@msn.com. 

Rotorcraft Development Corporation, 

P.O. Box 430, Corvallis, MT 59828; 

telephone (207) 329–2518; email 

administration@

rotorcraftdevelopment.com. 

Southwest Florida Aviation 

International, Inc., 28000–A9 Airport 

Road, Bldg. 101, Punta Gorda, FL 

33982–9587; telephone (941) 637–1161; 

fax (941) 637–6264; email info@

swfateam.org. 

Tamarack Helicopters, Inc., 2849 

McIntyre Rd., Stevensville, MT 59870; 

telephone (406) 777–0144; or at 

www.tamarackhelicopters.com. 

You may view the service information 

at the FAA, Office of the Regional 

Counsel, Southwest Region, 10101 

Hillwood Pkwy., Room 6N–321, Fort 

Worth, TX 76177. For information on 

the availability of this material at the 

FAA, call (817) 222–5110. Service 

information that is incorporated by 

reference is also available at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0189. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0189; 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: 

Ameet Shrotriya, Aerospace Engineer, 

Delegation Oversight Section, DSCO 

Branch, Compliance & Airworthiness 

Division, FAA, 10101 Hillwood Pkwy., 

Fort Worth, TX 76177; telephone (817) 

222–5525; email ameet.shrotriya@

faa.gov. 

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 restricted category Model 

UH–1H helicopters with KAflex main 

driveshaft part number (P/N) 

SKCP2180–1, SKCP2281–1, 


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1https://av-info.faa.gov/sdrx/Query.aspx. 

2To search for NTSB cases in 2008 and previous, 

go to: https://www.ntsb.gov/Pages/ 

AviationQuery.aspx. 3To search for NTSB cases after 2008, go to: 

https://data.ntsb.gov/carol-main-public/querybuilder. 

SKCP2281–1R, or SKCP2281–103 

installed. The NPRM published in the 

Federal Register on March 26, 2021 (86 

FR 16126). The NPRM was prompted by 

multiple reports of failure of a main 

driveshaft. In the NPRM, the FAA 

proposed to require establishing a life 

limit for those part-numbered main 

driveshafts, removing and inspecting 

the main driveshaft, inspecting the 

alignment of the main driveshaft 

installation, and repetitive inspections 

of the main driveshaft. As an optional 

terminating action, the NPRM proposed 

to allow the installation of a certain 

part-numbered main driveshaft not 

affected by this unsafe condition. This 

condition, if not addressed, could result 

in loss of engine power to the 

transmission and subsequent loss of 

control of the helicopter. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

seven commenters. The commenters 

were Kamatics Corporation; Northwest 

Helicopters, LLC; Salmon River 

Helicopters; and four individuals. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Request Regarding the FAA’s 

Justification of the Unsafe Condition 

Salmon River Helicopters and two 

individual commenters requested 

information about the driveshaft failures 

and one individual commenter asked if 

the issue is unsafe. 

The FAA utilized the FAA’s Service 

Difficulty Reporting System (SDRS) 

database,1 the National Transportation 

Safety Board (NTSB) database,2 3

manufacturer reports of failures, and 

other sources to identify seven failures. 

The seven failures are: 891 Total hours 

time-in-service (TIS) of the main 

driveshaft, 1997, source: NTSB Accident 

Number SEA97LA126; time in service 

not identified, 2005, source: FAA 

Service Difficult Report Unique Control 

#2005FA0000785; 3341 total hours TIS 

of the main driveshaft, 2007, source: 

Manufacturer; 2432 total hours TIS of 

the main driveshaft, 2010, source: 

Manufacturer; 7598.6 total hours TIS 

since last inspection, 2015, source 

NTSB Accident Number WPR15LA178; 

4353 total hours TIS of the main 

driveshaft, 2016, source: Manufacturer; 

and time in service not identified, 2020, 

source: Australian Transport Safety 

Bureau. Based on recent review of 

collected data, which factored in the 

usage of the main driveshafts, the FAA 

has determined that an unsafe condition 

exists. 

Requests Pertaining to the Applicability 

An individual commenter asked for 

information about main driveshaft P/Ns 

SKCP2180–1 and SKCP2281–1R. 

Main driveshaft P/Ns SKCP2180–1 

and SKCP2281–1R are older P/Ns that 

currently have approval for installation 

in the domestic fleet and could be in 

service. Those two P/Ns are included in 

this AD due to design similarity and the 

determination that they are affected by 

the unsafe condition in this AD. 

An individual commenter stated that 

National Stock Number (NSN) 

615–01–072–5670 is used for both main 

driveshaft P/N CP2281–103, which is 

affected by this AD, and main driveshaft 

P/N SKCP3303–1, which is not affected 

by this AD. The commenter asked how 

main driveshaft P/N CP2281–103 is 

affected by this AD and not main 

driveshaft P/N SKCP3303–1 when, 

according to the NSN, they are built to 

the same standard. 

An NSN is an identification label 

assigned to an item or a group of similar 

items, not limited to aircraft parts, and 

is used for procurement purposes in the 

Department of Defense (DOD) inventory. 

An NSN provides a common 

nomenclature of function, not a 

standard, and is used in a catalog 

system that is cross-compatible within 

multiple agencies under DOD. A P/N is 

assigned by the manufacturer. The 

applicability of this AD is narrowed 

down to any P/Ns that have an unsafe 

condition. Main driveshaft P/N 

SKCP3303–1 is an alternative part, and 

the FAA does not have information 

indicating that it is affected by the 

unsafe condition in this AD. 

Requests Regarding Overhauling a 

Main Driveshaft 

Northwest Helicopters, LLC, and an 

individual commenter asked if the 5,000 

total hours TIS removal is a retirement 

life limit or an overhaul life limit. The 

individual commenter requested that if 

it is an overhaul life limit, the AD state 

that KAflex main driveshaft P/N 

SKCP2281–103 can be overhauled in 

accordance with the US Army, Depot 

Maintenance Work Requirement 

(DMWR) 55–1615–278. 

The FAA partially agrees. The FAA 

agrees that a main driveshaft could be 

overhauled. Accordingly, the 

requirements proposed in paragraphs 

(g)(1) and (2) of the NPRM to remove the 

main driveshaft from service have been 

changed to replace the main driveshaft 

in this final rule. Additionally, 

clarification that the main driveshaft 

may be overhauled has been added to 

each instance to replace the main 

driveshaft in the Required Actions 

paragraph. The overhaul must be 

accomplished by following FAAapproved procedures. U.S. Army 

Aviation and Missile Command, DMWR 

for Main Drive Shaft DMWR 55–1615– 

278, Original Issuance, dated September 

30, 2009 (DMWR 55–1615–278), 

specifies procedures that are not FAAapproved. The FAA disagrees with 

requiring DMWR 55–1615–278 to 

accomplish an overhaul as it requires 

specialized tooling to which owners/ 

operators may not have access. 

Operators may, however, under the 

provisions of paragraph (h) of this AD, 

request approval of an alternative 

method of compliance (AMOC) to use 

DMWR 55–1615–278. 

Kamatics Corporation stated that an 

older main driveshaft can be rebuilt or 

upgraded into main driveshaft P/N 

SKCP3303–1 at a lower cost than 

installing a new main driveshaft and 

requested the FAA add this alternative 

cost information. 

The FAA agrees that some main 

driveshafts could be overhauled into 

main driveshaft P/N SKCP3303–1 and 

has updated the Costs of Compliance 

section accordingly. 

Request Regarding Determining the 

Total Hours TIS of the Main Driveshaft 

Kamatics Corporation stated that 

service hours for most of the fielded 

main driveshafts is often not known and 

an individual commenter asked what to 

do if the proof of time since new on the 

main drive shaft is not recorded in any 

aircraft logs. 

The FAA recognizes that this 

situation could exist. In light of this, the 

FAA has determined to require using 

the helicopter’s total hours TIS if the 

total hours TIS of the main driveshaft 

cannot be determined. 

Request To Restrict Accomplishment of 

Certain AD Requirements 

Kamatics Corporation requested the 

AD require that any main driveshaft 

teardown be accomplished by an FAAapproved facility. Kamatics Corporation 

stated that inspection for wear within 

critical bolt joints requires a teardown. 

Kamatics Corporation stated that UH– 

1H Technical Manual paragraph 6–24.5 

of Change 13 states ‘‘do not attempt to 

loosen or tighten any hardware (with 

respect to the drive shaft).’’ 

The FAA disagrees. While the owner/ 

operator may choose to have the actions 


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required by this AD accomplished at an 

approved repair station, a mechanic that 

meets the requirements of 14 CFR part 

65 subpart D is adequate to accomplish 

the actions required by this AD. 

Pertaining to paragraph 6–24.5 of the 

UH–1H Technical Manual, this AD does 

not require accomplishing the 

procedures specified in paragraph 6– 

24.5 of Headquarters, Department of the 

Army, Aviation Unit and Intermediate 

Maintenance Instructions Army Model 

UH–1H/V/EH–1H/X Helicopters, 

Technical Manual TM 55–1520–210– 

23–1, Change No. 42, dated April 14, 

2003 (TM 55–1520–210–23–1 Change 

42). 

Requests Pertaining to Certain Service 

Information 

An individual commenter requested 

the FAA revise the AD so actions that 

are required by following certain 

procedures in TM 55–1520–210–23–1 

Change 42, would be required using 

Headquarters, Department of the Army, 

Aviation Unit and Intermediate 

Maintenance Instructions Army Model 

UH–1H/V/EH–1H/X Helicopters, 

Technical Manual TM 55–1520–210– 

23–1, Change No. 47, dated September 

20, 2005 (TM 55–1520–210–23–1 

Change 47), instead because TM 55– 

1520–210–23–1 Change 47 is the current 

change. 

The FAA agrees to allow TM 55– 

1520–210–23–1 Change 47 as an option. 

An individual commenter requested 

the FAA revise the AD to reference U.S. 

Army DMWR 55–1615–278 because this 

service information provides inspection 

and repair criteria for (main) driveshaft 

P/N SKCP2281–103 once it has been 

removed from the helicopter. 

The FAA agrees. The FAA has 

reviewed this service information and 

added it to the Other Related Service 

Information section. 

Request To Require Removal of Certain 

Part-Numbered Main Driveshafts From 

Service 

Kamatics Corporation requested the 

FAA revise the AD to require removal 

of main driveshaft P/Ns SKCP2180–1, 

SKCP 2281–1, and SKCP2281–1R from 

service. According to Kamatics 

Corporation, those P/Ns were removed 

from service by the U.S. Army due to 

flex frame bolted joint deterioration. 

The FAA disagrees because no data 

has been provided to substantiate the 

commenter’s request. 

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 minor editorial 

changes, including updating the contact 

information for the U.S. Army, 

clarifying the specific portions of TM 

55–1520–210–23–1 Change 42 that are 

required to accomplish this Final rule, 

and the changes described previously, 

this AD is adopted as proposed in the 

NPRM. None of the changes will 

increase the economic burden on any 

operator. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed ‘‘Figure 4–9. 

Engine Air Inlet Filter Installation’’ on 

page 4–16; page 4–17; ‘‘Figure 6–7. 

Transmission Positioning for Driveshaft 

Alignment’’ on page 6–2; ‘‘Figure 6–8. 

Tool Application—Use of Alignment 

Tool Set (T47)’’ on page 6–3; and pages 

6–21 through 6–24, of TM 55–1520– 

210–23–1 Change 42. This service 

information contains main driveshaft 

assembly figures and specifies 

procedures for the main driveshaft 

disassembly, and inspecting and 

correction of its alignment. 

The FAA also reviewed ‘‘Figure 4–9. 

Engine Air Inlet Filter Installation’’ on 

page 4–16; page 4–17; ‘‘Figure 6–7. 

Transmission Positioning for Driveshaft 

Alignment’’ on page 6–2; ‘‘Figure 6–8. 

Tool Application—Use of Alignment 

Tool Set (T47)’’ on page 6–3; pages 6– 

21 through 6–24; and ‘‘Figure 6–12.2. 

Main Driveshaft Installation & Removal 

Tool’’ and ‘‘Figure 6–12.3. Work Aid 

Tool Installed on Main Driveshaft’’ on 

page 6–27, of TM 55–1520–210–23–1 

Change 47. This service information 

specifies the same procedures as TM 

55–1520–210–23–1 Change 42 with 

various updates throughout. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in ADDRESSES. 

Other Related Service Information 

The FAA reviewed DMWR 55–1615– 

278, for main driveshaft P/N 

SKCP2281–103, which specifies 

maintenance, overhaul, repair, 

assembly, and balance procedures. 

Costs of Compliance 

The FAA estimates that this AD 

affects 384 helicopters of U.S. registry. 

Labor rates are estimated at $85 per 

work-hour. Based on these numbers, the 

FAA estimates that operators may incur 

the following costs in order to comply 

with this AD. 

Determining the total hours TIS of the 

main driveshaft takes about 0.5 workhour for an estimated cost of about $43 

per helicopter and $16,512 for the U.S. 

fleet. Removing and inspecting the main 

driveshaft takes about 4 work-hours for 

an estimated cost of $340 per helicopter 

and $130,560 for the U.S. fleet. 

Inspecting the installed main driveshaft 

takes about 1 work-hour for an 

estimated cost of about $85 per 

helicopter and $32,640 for the U.S. fleet, 

per inspection cycle. Inspecting the 

alignment of the main driveshaft 

installation takes about 2 work-hours for 

an estimated cost of $170 per helicopter 

and $65,280 for the U.S. fleet. If 

required, adjusting the alignment takes 

about 0.5 work-hour for an estimated 

cost of $43 per instance. Replacing a 

main driveshaft takes about 1 work-hour 

and parts cost about $54,000, for an 

estimated cost of $54,085 per 

replacement. Alternatively, overhauling 

a main driveshaft takes about 1 workhour for removal and reinstallation and 

parts cost about $38,000, for an 

estimated cost of $38,085 per overhaul. 

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 


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(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 

■ 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: 

2021–26–16 Various Restricted Category 

Helicopters: Amendment 39–21875; 

Docket No. FAA–2021–0189; Project 

Identifier AD–2020–00645–R. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective February 25, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to restricted category 

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., with KAflex main 

driveshaft part number (P/N) SKCP2180–1, 

SKCP2281–1, SKCP2281–1R, or SKCP2281– 

103 installed. 

Note 1 to paragraph (c): Helicopters with 

an SW205 designation are Southwest Florida 

Aviation International, Inc., Model UH–1H 

helicopters. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code: 6310, Engine/Transmission Coupling. 

(e) Unsafe Condition 

This AD was prompted by multiple reports 

of failure of the main driveshaft. The unsafe 

condition, if not addressed, could result in 

loss of engine power to the 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) Before further flight after the effective 

date of this AD, determine the total hours 

time-in-service (TIS) of the main driveshaft. 

If the total hours TIS of the main driveshaft 

cannot be determined, use the helicopter’s 

total hours TIS as the total hours TIS of the 

main driveshaft for the action required by 

this paragraph. 

(i) If the main driveshaft has accumulated 

less than 5,000 total hours TIS, before 

exceeding 5,000 total hours TIS, replace the 

main driveshaft. The main driveshaft may be 

overhauled in accordance with FAAapproved procedures to accomplish the 

replacement required by this paragraph. 

Note 2 to paragraph (g)(1)(i): This note 

applies to paragraphs (g)(1)(i) and (ii), (g)(2), 

and (g)(3)(i) through (iv) of this AD. U.S. 

Army Aviation and Missile Command, Depot 

Maintenance Work Requirement for Main 

Drive Shaft DMWR 55–1615–278, Original 

Issuance, dated September 30, 2009, specifies 

procedures that are not FAA-approved. 

(ii) If the main driveshaft has accumulated 

5,000 or more total hours TIS, before further 

flight, replace the main driveshaft. The main 

drive shaft may be overhauled in accordance 

with FAA-approved procedures to 

accomplish the replacement required by this 

paragraph. 

(2) Thereafter following paragraph (g)(1) of 

this AD, replace the main driveshaft before 

accumulating 5,000 total hours TIS. The 

main drive shaft may be overhauled in 

accordance with FAA-approved procedures 

to accomplish the replacement required by 

this paragraph. 

(3) Within 25 hours TIS after the effective 

date of this AD, remove main driveshaft P/ 

N SKCP2180–1, SKCP2281–1, SKCP2281–1R, 

or SKCP2281–103 by following ‘‘6–24.3. 

Removal—Main Driveshaft P/N SKCP2281– 

103’’ on page 6–24, including ‘‘4–24. 

Removal—Air Inlet Filters’’ on page 4–17 and 

‘‘Figure 4–9. Engine Air Inlet Filter 

Installation’’ on page 4–16, of Headquarters, 

Department of the Army, Aviation Unit and 

Intermediate Maintenance Instructions Army 

Model UH–1H/V/EH–1H/X Helicopters, 

Technical Manual TM 55–1520–210–23–1, 

Change No. 42, dated April 14, 2003 (TM 55– 

1520–210–23–1 C 42), except where 

instructed to ‘‘refer to figure 6–12.2’’ in TM 

55–1520–210–23–1 C 42, refer to Figure 1 to 

the introductory text of paragraph (g)(3) of 

this AD, and where instructed to ‘‘see figure 

6–12.3’’ in TM 55–1520–210–23–1 C 42, see 

Figure 2 to the introductory text of paragraph 

(g)(3) of this AD, and: 

Note 3 to the introductory text of 

paragraph (g)(3): Figures 6–12.2 and 6–12.3 

are missing from TM 55–1520–210–23–1 C 

42. 


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(i) Inspect for any broken, loose, or missing 

hardware. If there is broken or loose 

hardware, before further flight, remove the 

main driveshaft from service. If there is 

missing hardware, before further flight, 

replace the main driveshaft. The main drive 

shaft may be overhauled in accordance with 

FAA-approved procedures to accomplish the 

replacement required by this paragraph. 

(ii) Visually inspect each flex frame and 

mount bolt torque stripe (red or yellow) for 

movement. If there is any torque stripe 

movement, before further flight, replace the 

main driveshaft. The main drive shaft may be 

overhauled in accordance with FAAapproved procedures to accomplish the 

replacement required by this paragraph. 

(iii) Visually inspect each joint for fretting 

corrosion, which may be indicated by red 

metallic particles. If there is any grease, oil, 

or dirt covering a joint, clean the area and 

visually inspect again. If there is any fretting 

corrosion, before further flight, replace the 

main driveshaft. The main drive shaft may be 

overhauled in accordance with FAAapproved procedures to accomplish the 

replacement required by this paragraph. 

(iv) Inspect the main driveshaft for 

mechanical damage, corrosion, an edge dent, 

and nick as shown in Figure 3 to paragraph 

(g)(3)(iv) of this AD. For the purposes of this 

inspection, mechanical damage may be 

indicated by a crack, scratch, or wear; and 

corrosion may be indicated by corrosion or 

pitting. If there is a scratch, wear, corrosion, 

pitting, an edge dent, or a nick within 

allowable limits, before further flight, repair 

the main driveshaft in accordance with FAAapproved procedures. If there is a crack, or 

a scratch, wear, corrosion, pitting, an edge 

dent, or a nick that exceeds allowable limits, 


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before further flight, replace the main 

driveshaft. The main drive shaft may be 

overhauled in accordance with FAAapproved procedures to accomplish the 

replacement required by this paragraph. 


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3182 Federal Register / Vol. 87, No. 14 / Friday, January 21, 2022 / Rules and Regulations 

(4) Before installing the main driveshaft 

following paragraph (g)(3) of this AD, and 

with the engine adapter installed in the end 

of the engine output shaft, inspect the 

alignment of the main driveshaft installation 

between the transmission input drive quill 

coupling and the engine output shaft adapter 

by following ‘‘6–24. Alignment—Main 

Driveshaft,’’ paragraphs c. through g. on 

pages 6–21 through 6–23, including ‘‘Figure 

6–7. Transmission Positioning for Driveshaft 

Alignment’’ on page 6–2 (Figure 6–7), and 

‘‘Figure 6–8. Tool Application—Use of 

Alignment Tool Set (T47)’’ on page 6–3 

(Figure 6–8), of TM 55–1520–210–23–1 C 42. 

If there is misalignment, before further flight, 

adjust the alignment by following ‘‘6–24. 

Alignment—Main Driveshaft,’’ paragraphs h. 

through j. on page 6–23, including Figure 6– 

7 and Figure 6–8, of TM 55–1520–210–23–1 

C 42. 

(5) Within 300 hours TIS after the effective 

date of this AD, and thereafter within 

intervals not to exceed 300 hours TIS, with 

the main driveshaft installed, accomplish the 

actions in paragraphs (g)(3)(i) through (iv) of 

this AD. 

(6) As an optional terminating action for 

the requirements of this AD, you may install 

KAflex main driveshaft P/N SKCP3303–1. 

(7) As an option to accomplishing the 

actions by following the specified portions in 

TM 55–1520–210–23–1 C 42 in paragraphs 

(g)(3) and (4) of this AD, you may accomplish 

the actions by following those specified 

portions in Headquarters, Department of the 

Army, Aviation Unit and Intermediate 

Maintenance Instructions Army Model UH– 

1H/V/EH–1H/X Helicopters, Technical 

Manual TM 55–1520–210–23–1, Change No. 

47, dated September 20, 2005 (TM 55–1520– 

210–23–1 C 47), and disregard exceptions to 

refer to Figure 1 and see Figure 2 to the 

introductory text of paragraph (g)(3) of this 

AD, instead refer to ‘‘Figure 6–12.2. Main 

Driveshaft Installation & Removal Tool’’ and 

see ‘‘Figure 6–12.3. Work Aid Tool Installed 

on Main Driveshaft,’’ on page 6–27 of TM 55– 

1520–210–23–1 C 47 as instructed in TM 55– 

1520–210–23–1 C 47. 

(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: 9-ASW-190- 

COS@faa.gov. 

(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 Ameet Shrotriya, Aerospace 

Engineer, Delegation Oversight Section, 

DSCO Branch, Compliance & Airworthiness 

Division, FAA, 10101 Hillwood Pkwy., Fort 

Worth, TX 76177; telephone (817) 222–5525; 

email ameet.shrotriya@faa.gov. 

(j) 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) Headquarters, Department of the Army, 

Aviation Unit and Intermediate Maintenance 

Instructions Army Model UH–1H/V/EH–1H/ 

X Helicopters, Technical Manual TM 55– 

1520–210–23–1, Change No. 42, dated April 

14, 2003: 

(A) ‘‘Figure 4–9. Engine Air Inlet Filter 

Installation,’’ page 4–16; 

(B) Page 4–17; 

(C) ‘‘Figure 6–7. Transmission Positioning 

for Driveshaft Alignment,’’ page 6–2; 

(D) ‘‘Figure 6–8. Tool Application—Use of 

Alignment Tool Set (T47),’’ page 6–3; and 

(E) Pages 6–21 through 6–24. 

(ii) Headquarters, Department of the Army, 

Aviation Unit and Intermediate Maintenance 

Instructions Army Model UH–1H/V/EH–1H/ 

X Helicopters, Technical Manual TM 55– 

1520–210–23–1, Change No. 47, dated 

September 20, 2005: 

(A) ‘‘Figure 4–9. Engine Air Inlet Filter 

Installation,’’ page 4–16; 

(B) Page 4–17; 

(C) ‘‘Figure 6–7. Transmission Positioning 

for Driveshaft Alignment,’’ page 6–2; 

(D) ‘‘Figure 6–8. Tool Application—Use of 

Alignment Tool Set (T47),’’ page 6–3; 

(E) Pages 6–21 through 6–24; and 

(F) ‘‘Figure 6–12.2. Main Driveshaft 

Installation & Removal Tool’’ and ‘‘Figure 6– 

12.3. Work Aid Tool Installed on Main 

Driveshaft,’’ page 6–27. 

(3) For service information identified in 

this AD, contact U.S. Army Materiel 

Command Logistics Data Analysis Center 

(USAMC LDAC), ATTN: Equipment 

Publication Control Officers (EPCOs), 

Building 3305, Redeye Road, Redstone 

Arsenal, AL 35898–7466; telephone (256) 

955–7716 or 1–866–211–3367; email 

usarmy.redstone.ldac.mbx.logetm@mail.mil; 

or at https://enterprise.armyerp.army.mil. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. 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, 

email: fr.inspection@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on December 10, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–00991 Filed 1–20–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0949; Project 

Identifier AD–2021–00115–E; Amendment 

39–21915; AD 2022–02–18] 

RIN 2120–AA64 

Airworthiness Directives; General 

Electric Company Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

General Electric Company (GE) CF6– 

80C2A1, CF6–80C2A2, CF6–80C2A3, 

CF6–80C2A5, CF6–80C2A5F, and CF6– 

80C2A8 model turbofan engines with an 

installed left-hand rear mount link 

assembly, part number (P/N) 

1846M23G01. This AD was prompted 

by the manufacturer reducing the life 

limit for the affected left-hand rear 

mount link assembly. This AD requires 

revising the airworthiness limitations 

section (ALS) of the existing engine 

maintenance manual and the operator’s 

existing approved continuous 

airworthiness maintenance program 

(CAMP). The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective February 25, 

2022. 

ADDRESSES: For service information 

identified in this final rule, contact 

General Electric Company, 1 Neumann 

Way, Cincinnati, OH 45215; phone: 

(513) 552–3272; email: 

aviation.fleetsupport@ae.ge.com; 

website: https://www.ge.com. You may 

view this service information at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 1200 District 

Avenue, Burlington, MA 01803. For 

information on the availability of this 

material at the FAA, call (817) 222– 

5110. It is also available at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

0949. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0949; 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 


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