34102 Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations

Issued in Renton, Washington, on June 20,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–16050 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–50–AD; Amendment

39–12283; AD 2001–13–03]

RIN 2120–AA64

Airworthiness Directives; Kaman

Aerospace Corporation Model K–1200

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) for

Kaman Aerospace Corporation (Kaman)

Model K–1200 helicopters that requires

reducing the life limit of the rotor shaft

and teeter pin assembly and establishing

a life limit for the flap clevis. This

amendment is prompted by the

discovery of cracks in parts that were

returned to the manufacturer. The

actions specified by this AD are

intended to prevent failure of the rotor

shaft, teeter pin assembly, or flap clevis

due to fatigue cracks, and subsequent

loss of control of the helicopter.

EFFECTIVE DATE: August 1, 2001.

FOR FURTHER INFORMATION CONTACT:

Richard Noll, Aviation Safety Engineer,

Boston Aircraft Certification Office, 12

New England Executive Park,

Burlington, MA 01803, telephone (781)

238–7160, fax (781) 238–7199.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an AD for Kaman Model K–

1200 helicopters was published in the

Federal Register on March 5, 2001 (66

FR 13269). That action proposed to

require:

• Reducing the life limit for the rotor

shaft from 10,000 hours time-in-service

(TIS) to 3,750 TIS;

• Reducing the life limit of the teeter

pin assembly from 10,000 hours TIS to

550 hours TIS; and

• Establishing a life limit of the flap

clevis of 640 hours TIS.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comment received.

The sole commenter states that

paragraph (b) of the AD incorrectly

limits the life limit of the rotor shaft to

3,740 hours TIS instead of 3,750 hours

TIS. The FAA concurs. Paragraph (a) of

the proposal states to remove from

service certain rotor shafts that have

3750 or more hours TIS, however, in the

recitation of that life limit in paragraph

(b), 3740 hours TIS was inadvertently

stated. We have corrected that mistake

in this final rule.

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the change

described previously. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

The FAA estimates that 9 helicopters

of U.S. registry will be affected by this

AD, that it will take 0.25 hour per

helicopter to accomplish the changes to

the Limitations section of the applicable

maintenance manual, and that the

average labor rate is $60 per work hour.

Based on these figures, the total cost

impact of this AD on U.S. operators is

estimated to be $135, plus an increase

in hourly operating costs of

approximately $13 for each affected

helicopter.

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.

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 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:

2001–13–03 Kaman Aerospace

Corporation: Amendment 39–12283.

Docket No. 2000–SW–50–AD.

Applicability: Model K–1200 helicopters,

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 within 25 hours

time-in-service, unless accomplished

previously.

To prevent failure of the rotor shaft, teeter

pin assembly, or flap clevis due to fatigue

cracks, and subsequent loss of control of the

helicopter, accomplish the following:

(a) Remove any rotor shaft, part number (P/

N) K974112–001, –003, –005, –007, –009, or

–101, that has 3,750 or more hours time-inservice (TIS) and replace it with an airworthy

rotor shaft. Remove any teeter pin assembly,

P/N K910005–007 or –009, that has 550 or

more hours TIS and replace it with an

airworthy teeter pin assembly. Remove any

flap clevis, P/N K911049–011, –017, –019, or

–021, that has 640 or more hours TIS and

replace it with an airworthy flap clevis.

(b) This AD revises the Limitations section

of the maintenance manual by reducing the

life limit of the rotor shaft, P/N K974112–

001, –003, –005, –007, –009, and –001, to

3,750 hours TIS; reducing the life limit of the

teeter pin assembly, P/N K910005–007 and

–009, to 550 hours TIS; and establishing a life

limit for the flap clevis, P/N K911049–011,

–017, –019, and –021, of 640 hours TIS.

(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, Boston

Aircraft Certification Office, FAA. Operators

Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations 34103

shall submit their requests through an FAA

Principal Maintenance Inspector, who may

concur or comment and then send it to the

Manager, Boston Aircraft Certification Office.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Boston Aircraft

Certification Office.

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (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

August 1, 2001.

Issued in Fort Worth, Texas, on June 12,

2001.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 01–16046 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–SW–08–AD; Amendment

39–12284; AD 2001–13–04]

RIN 2120–AA64

Airworthiness Directives; Eurocopter

France Model EC 155B Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) for

Eurocopter France Model EC 155B

helicopters. This AD requires, before

each takeoff with a cabin sliding door in

the open position, visually checking

each sliding door to ensure that each

door roller is inside its rail. If a roller

is outside its rail, before further flight,

each roller on each door must be

replaced inside its rail. This AD also

revises the Limitations section of the

Rotorcraft Flight Manual (RFM) by

prohibiting the opening and closing of

a cabin sliding door in flight. This AD

is prompted by the loss of a cabin

sliding door in flight. The actions

specified by this AD are intended to

prevent in-flight loss of a cabin sliding

door, impact with the main rotor or

fenestron, and subsequent loss of

control of the helicopter.

DATES: Effective July 23, 2001.

Comments for inclusion in the Rules

Docket must be received on or before

August 27, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 2001–SW–

08–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:

Richard Monschke, Aviation Safety

Engineer, FAA, Rotorcraft Directorate,

Rotorcraft Standards Staff, Fort Worth,

Texas 76193–0110, telephone (817)

222–5116, fax (817) 222–5961.

SUPPLEMENTARY INFORMATION: The

Direction Ge ́ne ́rale De L’Aviation Civile

(DGAC), the airworthiness authority for

France, notified the FAA that an unsafe

condition may exist on Eurocopter

France Model EC 155B helicopters. The

DGAC advises of an in-flight loss of a

cabin sliding door.

Eurocopter France has issued Alert

Service Telex No. 52A003, dated

February 8, 2001 (AST). The AST

specifies that, before takeoff with a

cabin sliding door (door) open, the

operator must visually check each door

rail with the door in the open position

to ensure that no roller is outside its

rail. If a roller is outside its rail, the AST

specifies correcting that condition in

accordance with Aircraft Maintenance

Manual Task 52–12–00–061 before

resuming flight. The AST also forbids

opening and closing a sliding door in

flight. The DGAC classified this AST as

mandatory and issued AD No. T2001–

058–001(A) to ensure the continued

airworthiness of these helicopters in

France.

This helicopter model is

manufactured in France and is type

certificated for operation in the United

States under the provisions of 14 CFR

21.29 and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

the DGAC has kept the FAA informed

of the situation described above. The

FAA has examined the findings of the

DGAC, reviewed all available

information, and determined that AD

action is necessary for products of this

type design that are certificated for

operation in the United States.

Since we have identified an unsafe

condition that is likely to exist or

develop on other Eurocopter France

Model EC 155B helicopters of the same

type design registered in the United

States, this AD is being issued to

prevent in-flight loss of a door, impact

with the main rotor or fenestron, and

subsequent loss of control of the

helicopter. This AD requires the

operator, before each flight with a

sliding door open, to visually check the

door rails of that door to ensure that

each roller is inside its rail. If any roller

is outside its rail, this AD requires that

each roller be replaced inside its rail.

Note 2 of the AD refers the reader to

Maintenance Manual Task 52–12–00–

061 that details a corrective procedure.

This AD also revises the Limitations

section of the RFM by prohibiting

opening and closing either cabin sliding

door in flight. The short compliance

time involved is required because the

previously described critical unsafe

condition can adversely affect the

controllability and structural integrity of

the helicopter. Therefore, visually

checking the door and ensuring that

each roller is inside its rail is required

before each flight with a sliding door

open, and this AD must be issued

immediately.

An owner/operator (pilot) may

perform the visual checks required by

this AD and must enter compliance with

the visual inspection required by

paragraph (a) of this AD in accordance

with 14 CFR 43.11 and 91.417(a)(2)(v)).

This AD allows a pilot to perform this

check because it involves only a visual

check of a sliding cabin door to detect

any roller outside its rail and can be

performed equally well by a pilot or a

mechanic.

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

The FAA estimates that 2 helicopters

will be affected by this AD, that it will

take approximately 0.1 work hour to

accomplish the visual check, and that

the average labor rate is $60 per work

hour. Based on these figures, the total

cost impact of the AD on U.S. operators

is estimated to be $6 for each flight with

a sliding door open, assuming that no

roller is outside of its rail.

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