14772 Federal Register / Vol. 87, No. 51 / Wednesday, March 16, 2022 / Rules and Regulations 

* * * * * 

Sandra L. Thompson, 

Acting Director, Federal Housing Finance 

Agency. 

[FR Doc. 2022–04529 Filed 3–15–22; 8:45 am] 

BILLING CODE 8070–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2020–1120; Project 

Identifier 2019–SW–056–AD; Amendment 

39–21962; AD 2022–05–10] 

RIN 2120–AA64 

Airworthiness Directives; Goodrich 

Externally-Mounted Hoist Assemblies 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for various 

model helicopters with certain partnumbered Goodrich externally-mounted 

hoist assemblies (hoists) installed. This 

AD was prompted by hoists failing 

lower load limit inspections. This AD 

requires replacing unmodified hoists, 

installing placards, revising the existing 

Rotorcraft Flight Manual (RFM) for your 

helicopter, deactivating or removing a 

hoist if a partial peel out occurs, 

reviewing the helicopter’s hoist slip 

load test records, repetitively inspecting 

the hoist cable and overload clutch 

(clutch), and reporting information to 

the manufacturer. This AD also requires 

establishing operating limitations on the 

hoist and prohibits installing an 

unmodified hoist. The FAA is issuing 

this AD to address the unsafe condition 

on these products. 

DATES: This AD is effective April 20, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document listed in this AD 

as of April 20, 2022. 

ADDRESSES: For Goodrich service 

information identified in this final rule, 

contact Collins Aerospace; 2727 E 

Imperial Hwy., Brea, CA 92821; 

telephone (714) 984–1461; email GHW@

collins.com; or at https://

www.collinsaerospace.com/. You may 

view the referenced 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. It is also 

available at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2020–1120. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2020–1120; 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, the European Union Aviation 

Safety Agency (EASA) AD, any 

comments received, and other 

information. The street 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: 

Kristi Bradley, Program Manager, COS 

Program Management Section, 

Operational Safety Branch, Compliance 

& Airworthiness Division, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone (817) 222–5110; email 

kristin.bradley@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 various model helicopters with 

certain part-numbered externallymounted Goodrich hoists installed. The 

NPRM published in the Federal 

Register on December 11, 2020 (85 FR 

79930). In the NPRM, the FAA proposed 

to require replacing unmodified hoists, 

installing placards, revising the existing 

RFM for your helicopter, deactivating or 

removing a hoist if a partial peel out 

occurs, reviewing the helicopter’s hoist 

slip load test records, repetitively 

inspecting the hoist cable and clutch, 

and reporting information to the 

manufacturer. The NPRM was prompted 

by a series of EASA ADs, the most 

recent at that time being EASA AD 

2015–0226R5, Revision 5, dated July 23, 

2020 (EASA AD 2015–0226R5), to 

correct an unsafe condition for various 

model helicopters with a Goodrich 

externally-mounted hoist with one of 

the following part numbers (P/Ns) or 

base P/Ns installed: 42315, 42325, 

44301–10–1, 44301–10–2, 44301–10–4, 

44301–10–5, 44301–10–6, 44301–10–7, 

44301–10–8, 44301–10–9, 44301–10–10, 

44301–10–11, 44311, 44312, 44314, 

44315, 44316, or 44318. EASA advised 

of an initial incident of a rescue hoist 

containing a dummy test load of 552 lbs. 

that reeled-out without command of the 

operator and impacted the ground 

during a maintenance check flight 

because the overload clutch had failed. 

EASA stated that this condition, if not 

detected and corrected, could lead to 

further cases of in-flight loss of the hoist 

load, possibly resulting in injury to 

persons on the ground or in a hoisting 

accident. 

Accordingly, EASA AD 2015–0226R5 

required a records review to determine 

if the cable had exceeded the allowable 

limit in previous load testing, a 

repetitive load check and test of the 

clutch slip value, removal or 

deactivation of a hoist that could not be 

tested due to lack of approved 

instructions, replacement of the old 

clutch P/N with a new clutch developed 

by Goodrich to mitigate some of the 

factors resulting in clutch degradation, 

periodic replacement of the hoist, 

reduction of the maximum allowable 

load on the hoist, addition of 

operational limitations to the RFM, and 

replacement of the hoist after a partial 

peel out. EASA AD 2015–0226R5 also 

prohibited the installation of a 

replacement cable that has exceeded the 

allowable limit in previous load testing. 

EASA considered AD 2015–0226R5 to 

be interim action and advised further 

AD action may follow. 

The FAA issued a supplemental 

notice of proposed rulemaking (SNPRM) 

to amend 14 CFR part 39 by adding an 

AD that would apply to various model 

helicopters with certain part-numbered 

externally-mounted Goodrich hoists 

installed. The SNPRM published in the 

Federal Register on September 30, 2021 

(86 FR 54129). The SNPRM proposed to 

revise the NPRM by adding a figure and 

revising certain requirements, including 

changes to the temperatures in the 


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maximum hoist load limitations and 

adding the cost of a (field) load check 

tool. The SNPRM was prompted by 

changes from the public comments, 

which expanded the scope of the 

NPRM. 

Although the NPRM and SNPRM 

discussed the unsafe condition as 

described by EASA in EASA AD 2015– 

0226R5, the FAA based most of the 

proposed requirements in both the 

NPRM and the SNPRM on service 

information issued by Goodrich for all 

helicopter models with an affected 

hoist. For the replacement intervals 

proposed in paragraph (g)(1) of the 

NPRM and SNPRM, the FAA based 

those actions on portions of the EASA 

AD that are not model specific. 

Actions Since the SNPRM Was Issued 

Since the FAA issued the SNPRM, 

EASA has revised EASA AD 2015– 

0226R5 and issued EASA AD 2015– 

0226R6, Revision 6, dated December 8, 

2021, and corrected December 20, 2021 

(EASA AD 2015–0226R6). EASA AD 

2015–0226R6 adds a new helicopter 

model-specific replacement/overhaul 

interval for affected hoists with a new 

overload clutch. After reviewing the 

changes in EASA AD 2015–0226R6, the 

FAA has determined that no changes to 

this AD are necessary. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

Bell Textron Canada Limited (Bell 

Canada), Collins Aerospace, and 

Transport Canada. The following 

presents the comments received on the 

SNPRM and the FAA’s response to each 

comment. 

Request Regarding the Costs of 

Compliance 

Collins Aerospace commented that 

two new potential costs could impact 

operators: Groundings from an inability 

to update the fleet and contract 

penalties for operational contracts 

requiring the use of a 600-lb rated hoist. 

The cost analysis in AD rulemaking 

actions includes only the costs 

associated with complying with the AD, 

which does not include indirect costs 

such as down-time and loss of revenue. 

Request To Change the AD for Bell 

Canada Model 429 and 430 Helicopters 

Bell Canada and Transport Canada 

stated that, because Canada is the state 

of design for Model 429 and 430 

helicopters, the FAA should review 

Transport Canada AD CF–2017–23, 

dated July 7, 2017 (Transport Canada 

AD CF–2017–23), and revise the FAA’s 

proposed AD accordingly. The 

commenters stated that they discussed 

the corrective actions in Transport 

Canada AD CF–2017–23 and tailored its 

limitations and operating parameters 

specifically for Bell Canada Model 429 

and 430 helicopters. Bell Canada stated 

that because the related EASA AD was 

issued unilaterally, the mitigations in 

Transport Canada AD CF–2017–23 are 

better suited for Model 429 and 430 

helicopters than those in the EASA AD. 

The FAA reviewed Transport Canada 

AD CF–2017–23, which is applicable to, 

and has some different requirements for, 

certain Bell Canada Model 429 and 430 

helicopters. This FAA AD applies to 

affected Goodrich hoists, regardless of 

the model helicopter they are installed 

on, to address the risk to the fleet 

independent of the helicopter 

installation. Accordingly, the FAA 

based its AD on Goodrich’s service 

information and not on any modelspecific requirements. Operators may 

request approval of model-specific 

corrective actions as an alternative 

method of compliance (AMOC) under 

the provisions of paragraph (h) of this 

AD. 

Request Regarding Compliance Time 

for Hoist Replacement 

Collins Aerospace requested the FAA 

extend the compliance time for 

replacing an affected hoist with a hoist 

that has an improved overload clutch 

assembly from 12 months to 24 months. 

In support, Collins Aerospace stated 24 

months is an acceptable time based on 

improved data from the initial load 

checks and subsequent checks with a 

load check tool. Additionally, Collins 

Aerospace stated it does not have the 

capacity to provide improved overload 

clutch assemblies for the entire fleet 

within 12 months. 

The FAA agrees because no additional 

reports of low pulling hoists have been 

received since issuance of the SNPRM. 

The FAA has revised this final rule 

accordingly. 

Request To Prohibit Maneuvering 

In the SNPRM, the FAA proposed to 

require a placard and RFM limitation 

that warned the pilot about excessive 

maneuvering with a load on an 

extended cable and limited the 

maximum sustained bank angle to 20 

degrees. Bell Canada stated that limits 

on bank angle (and pendulum angle) are 

difficult to monitor by aircrew and will 

increase crew workload, and therefore 

prohibiting maneuvering with load on 

extended cable is necessary to manage 

the risk of clutch slippage. The FAA 

infers that Bell Canada is requesting the 

FAA prohibit maneuvering with load on 

an extended cable for Model 429 and 

430 helicopters. 

The FAA disagrees with changing the 

flight limitation from a bank angle limit 

to a maneuvering prohibition. The FAA 

determined that limiting the bank angle 

in conjunction with a reduced 

maximum load mitigates the unsafe 

condition. The attitude indicator, which 

is used by the pilot to monitor the bank 

angle while maneuvering an external 

load, is in the pilot’s normal field of 

view and is regularly monitored; 

therefore, any additional workload is 

minimal. The FAA does agree that 

requiring the aircrew to monitor the 

lateral pendulum angle of the hoist 

cable with respect to the helicopter’s 

vertical axis would not be an acceptable 

limitation because it would not be 

measurable or enforceable. 

Requests Regarding the Maximum Hoist 

Load Limitations 

In the SNPRM, the FAA proposed to 

require a placard and revision to the 

RFM to reduce the weight limitations 

for the hoist load based on the outside 

air temperature. Bell Canada stated that 

the FAA’s proposed limitations include 

a de-rating factor of 50 lbs, which is not 

warranted for Bell Canada Model 429 

and 430 helicopters. In support, Bell 

Canada stated that the de-rating factor 

was established to accommodate certain 

maneuvering, which has been 

prohibited for the Bell Canada products. 

The FAA determined the de-rating 

factor is necessary because it directly 

correlates to the bank angle limitation 

required by this AD. 

Collins Aerospace requested the FAA 

change the proposed maximum hoist 

load limitations to distinguishing 

between non-modified hoists (without 

the number ‘‘4’’ as the first digit of its 

serial number (S/N)) and modified 

hoists with a new clutch (with the 

number ‘‘4’’ as the first digit of its S/N). 

Collins Aerospace stated that after 

EASA AD 2015–0226R1 was issued, 

Goodrich performed a series of 

characterization tests that demonstrated 

the performance envelope of the 

modified hoist in various conditions. 

According to Collins Aerospace, the 

results of these tests as documented in 

Goodrich Report No. 49000–1087, 

Revision A, dated July 31, 2017, 

indicate that margins are maintained 

with a less restrictive temperature 

limitation than those imposed on nonmodified hoists. 

As the FAA explained in the SNPRM, 

the FAA disagrees with requiring 

different maximum hoist load 

limitations for non-modified hoists and 

modified hoists. After reviewing the 

data in the report referenced by the 


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commenter, the FAA determined it does 

not demonstrate with an acceptable 

level of confidence that less restrictive 

temperature limitations are appropriate 

for modified hoists. 

Requests Regarding the Partial Peel Out 

Requirement 

In the SNPRM, the FAA proposed to 

prohibit use of the hoist if a partial peel 

out occurs, through both a placard 

limitation and a requirement to 

deactivate or remove the hoist. Bell 

Canada requested the FAA remove the 

proposed placard requirement because 

it only requires that the pilot cease 

using the hoist before the next flight and 

does not provide crew instructions to be 

executed during the hoist operation. 

The placard provides requirements for 

the crew following any partial peel out. 

The FAA determined that the most 

effective way to provide this 

information to the aircrew is through a 

placard. 

In the SNPRM, the FAA proposed to 

define partial peel out as occurring 

when 20 inches or more of the hoist 

cable reels off of the cable drum in one 

clutch slip incident. Bell Canada 

requested the FAA change this 

definition to ‘‘approximately’’ 20 

inches. Bell Canada stated that a finite 

20 inches will be difficult to measure; 

‘‘approximately 20 inches’’ would be 

consistent with the Goodrich service 

information. 

A measurement of ‘‘approximately 20 

inches’’ would be vague in that it may 

be interpreted in more than one way. 

The operator is capable of measuring 20 

or more inches of the hoist cable by, for 

example, using slippage markings on 

the cable. 

Conclusion 

Affected helicopters include 

helicopters that have been approved by 

the aviation authorities of Canada, Italy, 

France, and Germany and are approved 

for operation in the United States. 

Pursuant to the FAA’s bilateral 

agreement with the European Union, 

EASA has notified the FAA about the 

unsafe condition described in its AD. 

The FAA reviewed the relevant data, 

considered the 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 the changes 

described previously, this AD is 

adopted as proposed in the SNPRM. 

None of the changes will increase the 

economic burden on any operator. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Goodrich Alert 

Service Bulletin No. ASB 44301–10–18, 

Revision 6, dated October 10, 2016, 

which specifies maximum hoist load 

limitations with respect to ambient 

temperature and describes actions and 

conditions that could reduce the 

capacity of the clutch. This service 

information also specifies procedures 

for inspecting the cable and inspecting 

the clutch by performing a cable 

conditioning lift and a hoist slip load 

test. 

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 the ADDRESSES section. 

Differences Between This AD and the 

EASA AD 

EASA AD 2015–0226R5 requires 

repetitively replacing the hoist with a 

modified hoist, whereas this AD 

requires a one-time replacement of the 

hoist with a modified hoist that has the 

improved clutch assembly installed. 

EASA AD 2015–0226R5 requires adding 

a placard or operational limitation to the 

RFM warning that exceeding 15° of 

lateral pendulum angle/helicopter 

vertical axis can lead to clutch slippage, 

and this AD does not. EASA AD 2015– 

0226R5 requires adding an operating 

limitation to the RFM limiting the 

number of persons who can be hoisted, 

whereas this AD does not. This AD 

requires replacing the cable before the 

next hoist operation if a cable has 

previously been load-tested at more 

than 1,500 lbs or at an unknown weight 

during at least one cable pull, while 

EASA AD 2015–0226R5 requires this 

replacement during multiple cable 

pulls. This AD requires visually 

inspecting and measuring the diameter 

of the cable before and after performing 

a cable conditioning and a hoist slip 

load test, whereas EASA AD 2015– 

0226R5 does not. This AD requires 

performing the cable conditioning and 

hoist slip load test within 30 days after 

the effective date of this AD, unless 

already done within the last 6 calendar 

months, and thereafter at intervals not 

to exceed 6 months, 400 lifts, or 300 

cycles. EASA AD 2015–0226R5 

specifies performing the hoist slip load 

test according to the compliance time of 

the design approval holder instead. 

After the installation (not reinstallation) 

of a modified hoist, EASA AD 2015– 

0226R5 requires performing an initial 

hoist load check/test prior to hoisting 

operation, whereas this AD does not. 

Interim Action 

The FAA considers this AD an 

interim action. The inspection reports 

required by this AD will enable better 

insight into the condition of the hoists, 

and eventually be used to develop final 

action to address the unsafe condition. 

Once final action has been identified, 

the FAA might consider further 

rulemaking. 

Costs of Compliance 

The FAA estimates that this AD 

affects 2,911 hoists installed on 

helicopters of U.S. Registry. Labor rates 

are estimated at $85 per work-hour. 

Based on these numbers, the FAA 

estimates the following costs to comply 

with this AD. 

Replacing a clutch takes about 8 

work-hours and parts cost about $24,000 

for an estimated cost of $24,680 per 

hoist. Alternatively, replacing a hoist 

takes about 8 work-hours and parts cost 

about $200,000 for an estimated cost of 

$200,680 per hoist. 

Revising the existing RFM for your 

helicopter and installing placards takes 

about 0.5 work-hour for an estimated 

cost of $43 per helicopter and $125,173 

for the U.S. fleet. 

Deactivating or removing a hoist that 

experiences a partial peel out takes 

about 2 work-hours for an estimated 

cost of $170. 

Reviewing records takes about 0.5 

work-hour for an estimated cost of $43 

per helicopter and $125,173 for the U.S. 

fleet. 

Inspecting the cable and performing a 

cable conditioning lift and hoist slip 

load test takes about 2 work-hours for an 

estimated cost of $170 per helicopter 

and $494,870 for the U.S. fleet per 

inspection cycle. A load check tool costs 

about $11,171. Reporting the hoist slip 

load test information takes about 0.25 

work-hour for a cost of $21 per 

helicopter and $61,131 for the U.S. fleet 

per reporting cycle. 

Replacing the cable takes about 3 

work-hours and parts cost about $3,150 

for a total replacement cost of $3,405 

per hoist. 

Paperwork Reduction Act 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject 

to a penalty for failure to comply with 

a collection of information subject to the 

requirements of the Paperwork 

Reduction Act unless that collection of 

information displays a currently valid 

OMB Control Number. The OMB 

Control Number for this information 

collection is 2120–0056. Public 

reporting for this collection of 


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information is estimated to take 

approximately 0.25 hour per response, 

including the time for reviewing 

instructions, searching existing data 

sources, gathering and maintaining the 

data needed, and completing and 

reviewing the collection of information. 

All responses to this collection of 

information are mandatory. Send 

comments regarding this burden 

estimate or any other aspect of this 

collection of information, including 

suggestions for reducing this burden to: 

Information Collection Clearance 

Officer, Federal Aviation 

Administration, 10101 Hillwood 

Parkway, Fort Worth, TX 76177–1524. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

The FAA is issuing this rulemaking 

under the authority described in 

Subtitle VII, Part A, Subpart III, Section 

44701: General requirements. Under 

that section, Congress charges the FAA 

with promoting safe flight of civil 

aircraft in air commerce by prescribing 

regulations for practices, methods, and 

procedures the Administrator finds 

necessary for safety in air commerce. 

This regulation is within the scope of 

that authority because it addresses an 

unsafe condition that is likely to exist or 

develop on products identified in this 

rulemaking action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 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 2022–05–10 Goodrich ExternallyMounted Hoist Assemblies: Amendment 

39–21962; Docket No. FAA–2020–1120; 

Project Identifier 2019–SW–056–AD. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective April 20, 2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to helicopters, certificated 

in any category, with an externally-mounted 

Goodrich hoist assembly (hoist) with a part 

number (P/N) or base P/N listed under the 

Hoist Family column in Table 1 of Goodrich 

Alert Service Bulletin No. 44301–10–18, 

Revision 6, dated October 10, 2016 (ASB 

44301–10–18 Rev 6), installed. An affected 

hoist may be installed on but not limited to 

the following: 

Note 1 to the introductory text of 

paragraph (c): The hoist P/N may be 

included as a component of a different partnumbered kit. 

(1) Airbus Helicopters (previously 

Eurocopter France) Model AS332L, AS332L1, 

AS332L2, AS350B2, AS350B3, AS365N3, 

and EC225LP helicopters; 

(2) Airbus Helicopters Deutschland GmbH 

(AHD) (previously Eurocopter Deutschland 

GmbH) Model EC135P1, EC135P2, 

EC135P2+, EC135P3, EC135T1, EC135T2, 

EC135T2+, EC135T3, MBB–BK 117 C–2, and 

MBB–BK 117 D–2 helicopters; 

(3) Bell Textron Canada Limited 

(previously Bell Helicopter Textron Canada 

Limited) Model 429 and 430 helicopters; 

(4) Bell Textron Inc. (previously Bell 

Helicopter Textron Inc.) Model 205A, 205A– 

1, 205B, 212, 412, 412CF, and 412EP 

helicopters; 

(5) Leonardo S.p.a. (previously 

Finmeccanica S.p.A., AgustaWestland S.p.A) 

Model A109, A109A, A109A II, A109C, 

A109E, A109K2, A109S, AB139, AB412, 

AB412 EP, AW109SP, and AW139 

helicopters; 

(6) MD Helicopters, Inc. (MDHI) Model 

MD900 helicopters; 

(7) Transport and restricted category 

helicopters, originally manufactured by 

Sikorsky Aircraft Corporation, Models S– 

61A, S–61L, S–61N, S–76A, S–76B, S–76C, 

S–76D, and S–92A; and 

(8) Restricted category Model HH–1K, TH– 

1F, TH–1L, UH–1A, UH–1B, UH–1E, UH–1F, 

UH–1H, UH–1L, and UH–1P helicopters. 

(d) Subject 

Joint Aircraft Service Component (JASC) 

Code: 2500, Cabin Equipment/Furnishings. 

(e) Unsafe Condition 

This AD was prompted by hoists failing 

lower load limit inspections. The FAA is 

issuing this AD to prevent failure of the hoist 

overload clutch. The unsafe condition, if not 

addressed, could result in an in-flight failure 

of the hoist, which could result in injury to 

a person being lifted. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) For a hoist without the number ‘‘4’’ as 

the first digit of its serial number (S/N): 

(i) For hoists that use operating hours to 

monitor hoist operation, within 24 months 

after the effective date of this AD or before 

the hoist accumulates 55 total hoist operating 

hours, whichever occurs first, replace the 

hoist. For purposes of this AD, hoist 

operating hours are counted anytime the 

hoist motor is operating. 

(ii) For hoists that use hoist cycles (cycles) 

to monitor hoist operation, within 24 months 

after the effective date of this AD or before 

the hoist accumulates 1,200 total cycles, 

whichever occurs first, replace the hoist. For 

purposes of this AD, a cycle is counted 

anytime the cable is extended and then 

retracted a minimum of 16 feet (5 meters) 

during flight or on the ground, with or 

without a load. 

(iii) For hoists that use hoist lifts (lifts) to 

monitor hoist operation, within 24 months 

after the effective date of this AD or before 

the hoist accumulates 1,600 total lifts, 

whichever occurs first, replace the hoist. For 

purposes of this AD, a lift is counted anytime 

the cable is unreeled or recovered or both 

with a load attached to the hook, regardless 

of the length of the cable that is deployed or 

recovered. An unreeling or recovery of the 

cable with no load on the hook is not a lift. 

If a load is applied for half an operation (i.e. 

unreeling or recovery), it must be counted as 

one lift. 

(2) For all hoists identified in the 

introductory text of paragraph (c) of this AD, 

before further flight, install placards and 

revise the existing Rotorcraft Flight Manual 

(RFM) for your helicopter by inserting a copy 

of this AD or by making pen-and-ink changes 

in Section 2, Limitations, of the RFM 

Supplement for the hoist as follows: 

(i) For 500 pound (lb) rated hoists, install 

a placard with the information in Figure 1 to 

paragraph (g)(2)(i) of this AD in full view of 

the hoist operator and add the information in 

Figure 1 to paragraph (g)(2)(i) of this AD to 

the existing RFM for your helicopter. 

BILLING CODE 4910–13–P 


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BILLING CODE 4910–13–C 

(3) For all hoists identified in the 

introductory text of paragraph (c) of this AD, 

as of the effective date of this AD, if a partial 

peel out occurs, deactivate or remove the 

hoist from service before further flight. For 

purposes of this AD, a partial peel out occurs 

when 20 inches (0.5 meter) or more of the 

hoist cable reels off of the hoist cable drum 

in one overload clutch slip incident. 

(4) For all hoists identified in the 

introductory text of paragraph (c) of this AD, 

within 30 days after the effective date of this 

AD, review the helicopter’s hoist slip load 

test records. If the cable was load-tested at 

more than 1,500 lbs or at an unknown weight 

during one or more cable pulls, replace the 

cable with an airworthy cable before the next 

hoist operation. 

(5) For all hoists identified in the 

introductory text of paragraph (c) of this AD, 

within 30 days after the effective date of this 

AD, unless already done within the last 6 

calendar months, and thereafter at intervals 

not to exceed 6 months, 400 lifts, or 300 

cycles, whichever occurs first: 

(i) Visually inspect the first 18 inches (45 

cm) of the cable from the hook assembly for 

broken wires and necked down sections. If 

there is a broken wire or necked down 

section, replace the cable with an airworthy 

cable before further flight. 

(ii) Within the first 18 inches (45 cm) of the 

cable from the hook assembly, measure the 

diameter of the cable at the most necked 

down area. If the diameter measurement is 

less than 0.185 inch (4.7 mm), replace the 

cable with an airworthy cable before further 

flight. 

(iii) Using load check tool P/N 49900–889– 

103 or 49900–889–104, perform a cable 

conditioning and a hoist slip load test by 

following the Accomplishment Instructions, 

paragraphs 3.C.(1) through 3.C.(3)(g) of ASB 

44301–10–18 Rev 6. If the average of the five 

test values is less than the limit shown in 

Table 2 for 600 lb rated hoists or Table 3 for 

500 lb rated hoists of ASB 44301–10–18 Rev 

6, remove the hoist from service before 

further flight. 

(iv) Visually inspect the first 30 feet (10 

meters) of the cable from the hook assembly 

for broken wires, necked down sections, 

kinks, bird-caging, flattened areas, abrasion, 

and gouging. It is permissible for the cable to 

have a slight curve immediately after 

performing the hoist slip load test. If there is 

a broken wire, necked down section, kink, or 

any bird-caging; or if there is a flattened area, 

any abrasion, or a gouge that exceeds 

allowable limits, replace the cable with an 

airworthy cable before further flight. 

(v) Repeat the actions specified in 

paragraphs (g)(5)(i) and (ii) of this AD. If 

there is a broken wire or necked down 

section or the cable diameter measurement is 

less than 0.185 inch (4.7 mm), replace the 

cable with an airworthy cable before further 

flight. 

(6) Within 30 days after accomplishing the 

hoist slip load test, report the information 

requested in Appendix 1 to this AD by email 

to ASB.SIS-CA@utas.utc.com; or mail to 

Goodrich, Collins Aerospace; 2727 E. 

Imperial Hwy., Brea, CA 92821. 

(7) As of the effective date of this AD, do 

not install as a replacement part or as an 

original installation an externally-mounted 

hoist with a P/N identified in the 

introductory text of paragraph (c) of this AD 

unless it has an improved overload clutch 

assembly with the number ‘‘4’’ as the first 

digit of the S/N. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, International Validation 

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 International Validation 

Branch, send it to the attention of the person 

identified in paragraph (i)(1) of this AD. 

Information may be emailed to: 9-AVS-AIR730-AMOC@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 

(1) For more information about this AD, 

contact Kristi Bradley, Program Manager, 

COS Program Management Section, 

Operational Safety Branch, Compliance & 

Airworthiness Division, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone (817) 222–5110; email 

kristin.bradley@faa.gov. 

(2) The subject of this AD is addressed in 

European Union Aviation Safety Agency 

(EASA) AD 2015–0226R5, Revision 5, dated 

July 23, 2020. You may view the EASA AD 

at https://www.regulations.gov in Docket No. 

FAA–2020–1120. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 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) Goodrich Alert Service Bulletin No. 

44301–10–18, Revision 6, dated October 10, 

2016. 

(ii) [Reserved] 

(3) For service information identified in 

this AD, contact Collins Aerospace; 2727 E 

Imperial Hwy., Brea, CA 92821; telephone 

(714) 984–1461; email GHW@collins.com; or 

at https://www.collinsaerospace.com/. 

(4) You may view this 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. 

(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. 

Appendix 1 to AD 2022–05–10 

Hoist Slip Load Test Results (sample format) 

Provide the following information by email 

to ASB.SIS-CA@utas.utc.com; or mail to 

Goodrich, Collins Aerospace; 2727 E Imperial 

Hwy., Brea, CA 92821. 

Helicopter Owner/Operator Name: 

Email Address: 

Telephone Number: 

Helicopter Model and Serial Number: 


jspears on DSK121TN23PROD with RULES1ER16MR22.033</GPH>
14778 Federal Register / Vol. 87, No. 51 / Wednesday, March 16, 2022 / Rules and Regulations 

Hoist Part Number: 

Hoist Serial Number: 

Time since Last Hoist Overhaul (months): 

Hoist Operating Hours: 

Hoist Cycles: 

Hoist Lifts: 

Date and Location Test was Accomplished: 

Point of Contact for Additional Information: 

Air Temperature: 

Gearbox Lubricant: 

Hoist Slip Load Test Value 1: 

Hoist Slip Load Test Value 2: 

Hoist Slip Load Test Value 3: 

Hoist Slip Load Test Value 4: 

Hoist Slip Load Test Value 5: 

Hoist Slip Load Test Averaged Test Value: 

Any notes or comments: 

Issued on February 23, 2022. 

Derek Morgan, 

Acting Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–05487 Filed 3–15–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–1180; Project 

Identifier MCAI–2021–00794–R; Amendment 

39–21967; AD 2022–06–01] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters Deutschland GmbH 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Airbus Helicopters Deutschland GmbH 

Model MBB–BK 117 D–3 helicopters. 

This AD was prompted by reports of a 

main rotor (M/R) blade lead-lag damper 

in a tilted position. This AD requires 

inspecting the Flex Control Unit (FCU), 

and corrective actions if necessary, as 

well as rework and re-identification of 

the bearing pin, as specified in a 

European Union Aviation Safety Agency 

(EASA) AD, which is incorporated by 

reference. The FAA is issuing this AD 

to address the unsafe condition on these 

products. 

DATES: This AD is effective April 20, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of April 20, 2022. 

ADDRESSES: For EASA material 

incorporated by reference (IBR) in this 

final rule, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; internet 

www.easa.europa.eu. You may find the 

EASA material on the EASA website at 

https://ad.easa.europa.eu. You may 

view this material 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. It is also available in the AD 

docket at https://www.regulations.gov 

by searching for and locating Docket No. 

FAA–2021–1180. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–1180; 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, the EASA AD, 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: 

Andrea Jimenez, Aerospace Engineer, 

COS Program Management Section, 

Operational Safety Branch, Compliance 

& Airworthiness Division, FAA, 1600 

Stewart Ave., Suite 410, Westbury, NY 

11590; telephone (516) 228–7330; email 

andrea.jimenez@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

EASA, which is the Technical Agent 

for the Member States of the European 

Union, has issued EASA AD 2021–0160, 

dated July 5, 2021 (EASA AD 2021– 

0160), to correct an unsafe condition for 

Airbus Helicopters Deutschland GmbH 

(AHD), formerly Eurocopter 

Deutschland GmbH, Model MBB–BK117 

D–3 helicopters, all serial numbers, 

including Model MBB–BK117 D–2 

helicopters that have been converted 

into Model MBB–BK117 D–3 

helicopters through Airbus Helicopters 

Service Bulletin MBB–BK117 D–2–00– 

003. 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to Airbus Helicopters 

Deutschland GmbH Model MBB–BK 117 

D–3 helicopters. The NPRM published 

in the Federal Register on January 14, 

2022 (87 FR 2368). The NPRM was 

prompted by reports of an M/R blade 

lead-lag damper in a tilted position. 

EASA advises that subsequent 

investigation results determined that the 

tolerances stack-up may lead to an 

insufficient clamping on the bearing 

pin. The NPRM proposed to require 

inspecting the FCU, and corrective 

actions if necessary, as well as rework 

and re-identification of the bearing pin. 

The FAA is issuing this AD to address 

this unsafe condition, which if not 

detected and corrected, could result in 

an unbalance of the M/R system, 

excessive vibration, and reduced control 

of the helicopter. See EASA AD 2021– 

0160 for additional background 

information. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received no comments on 

the NPRM or on the determination of 

the costs. 

Conclusion 

These helicopters have been approved 

by EASA and are approved for operation 

in the United States. Pursuant to the 

FAA’s bilateral agreement with the 

European Union, EASA has notified the 

FAA about the unsafe condition 

described in its AD. The FAA reviewed 

the relevant data 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 helicopters. This AD 

is adopted as proposed in the NPRM. 

Related Service Information Under 1 

CFR Part 51 

EASA AD 2021–0160 requires a onetime inspection of the affected FCU and 

depending on findings, accomplishment 

of applicable corrective actions. EASA 

AD 2021–0160 also requires after the 

initial FCU inspection, re-working and 

re-identifying each affected part by 

marking the part with a letter ‘‘M.’’ 

EASA AD 2021–0160 also prohibits 

installing an affected FCU or affected 

part on any helicopter. 

This material is reasonably available 

because the interested parties have 

access to it through their normal course 

of business or by the means identified 

in the ADDRESSES section. 

Other Related Service Information 

The FAA reviewed Airbus Helicopters 

Alert Service Bulletin ASB MBB–BK117 

D–3–62A–002, dated June 29, 2021, 

which specifies procedures for a onetime inspection of the FCU and re-work 

of the bearing pin installed on the 

support assembly. 


jspears on DSK121TN23PROD with RULES1