66488 Federal Register / Vol. 60, No. 246 / Friday, December 22, 1995 / Rules and Regulations

Applicability: Model R22 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

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 use the authority

provided in paragraph (b) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition, or different

actions necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any helicopter

from the applicability of this AD.

Compliance: Required before further flight,

unless accomplished previously.

Note 2: Regardless of the experience level

of the pilot manipulating the controls or the

amount or quality of the awareness training

received by the pilot manipulating the

controls, these changes to the flight manual

are in no way intended to authorize flight in

any condition(s) or under any

circumstance(s) that are otherwise contrary to

other Federal Aviation Regulations.

To prevent main rotor (M/R) stall or mast

bumping, which could result in the M/R

blades contacting the fuselage causing failure

of the M/R system, and subsequent loss of

control of the helicopter, accomplish the

following:

(a) Insert the following information into the

Model R22 Rotorcraft Flight Manual.

Compliance with the Limitations section is

mandatory. The Normal Procedures and

Emergency Procedures sections are

informational.

Limitations Section

The following limitations (1–3) are to be

observed unless the pilot manipulating the

controls has logged 200 or more flight hours

in helicopters, at least 50 of which must be

in the RHC Model R22 helicopter, and has

completed the awareness training specified

in Special Federal Aviation Regulation

(SFAR) No. 73, issued February 27, 1995.

(1) Flight when surface winds exceed 25

knots, including gusts, is prohibited.

(2) Flight when surface wind gust spreads

exceed 15 knots is prohibited.

(3) Continued flight in moderate, severe, or

extreme turbulence is prohibited.

Adjust forward airspeed to between 60

knots indicated airspeed (KIAS) and 0.7 Vne,

but no lower than 57 KIAS, upon

inadvertently encountering moderate, severe,

or extreme turbulence.

Note: Moderate turbulence is turbulence

that causes: (1) changes in altitude or

attitude; (2) variations in indicated airspeed;

and (3) aircraft occupants to feel definite

strains against seat belts.

Normal Procedures Section

Note

Until the FAA completes its research into

the conditions and aircraft characteristics

that lead to main rotor blade/fuselage contact

accidents, and corrective type design changes

and operating limitations are identified,

Model R22 pilots are strongly urged to

become familiar with the following

information and comply with these

recommended procedures.

Main Rotor Stall: Many factors may

contribute to main rotor stall and pilots

should be familiar with them. Any flight

condition that creates excessive angle of

attack on the main rotor blades can produce

a stall. Low main rotor RPM, aggressive

maneuvering, high collective angle (often the

result of high-density altitude, over-pitching

[exceeding power available] during climb, or

high forward airspeed) and slow response to

the low main rotor RPM warning horn and

light may result in main rotor stall. The effect

of these conditions can be amplified in

turbulence. Main rotor stall can ultimately

result in contact between the main rotor and

airframe. Additional information on main

rotor stall is provided in the Robinson

Helicopter Company Safety Notices SN–10,

SN–15, SN–20, SN–24, SN–27, and SN–29.

Mast Bumping: Mast bumping may occur

with a teetering rotor system when excessive

main rotor flapping results from low ‘‘G’’

(load factor below 1.0) or abrupt control

input. A low ‘‘G’’ flight condition can result

from an abrupt cyclic pushover in forward

flight. High forward airspeed, turbulence,

and excessive sideslip can accentuate the

adverse effects of these control movements.

The excessive flapping results in the main

rotor hub assembly striking the main rotor

mast with subsequent main rotor system

separation from the helicopter.

To avoid these conditions, pilots are

strongly urged to follow these

recommendations:

(1) Maintain cruise airspeeds between 60

KIAS and less than 0.9 Vne, but no lower than

57 KIAS.

(2) Use maximum ‘‘power-on’’ RPM at all

times during powered flight.

(3) Avoid sideslip during flight. Maintain

in-trim flight at all times.

(4) Avoid large, rapid forward cyclic inputs

in forward flight, and abrupt control inputs

in turbulence.

Emergency Procedures Section

(1) RIGHT ROLL IN LOW ‘‘G’’ CONDITION

Gradually apply aft cyclic to restore

positive ‘‘G’’ forces and main rotor thrust. Do

not apply lateral cyclic until positive ‘‘G’’

forces have been established.

(2) UNCOMMANDED PITCH, ROLL, OR

YAW RESULTING FROM FLIGHT IN

TURBULENCE.

Gradually apply controls to maintain rotor

RPM, positive ‘‘G’’ forces, and to eliminate

sideslip. Minimize cyclic control inputs in

turbulence; do not overcontrol.

(3) INADVERTENT ENCOUNTER WITH

MODERATE, SEVERE, OR EXTREME

TURBULENCE.

If the area of turbulence is isolated, depart

the area; otherwise, land the helicopter as

soon as practical.

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used when approved by the Manager,

Rotorcraft Standards Staff, Rotorcraft

Directorate, FAA. Operators shall submit

their requests through an FAA Principal

Maintenance Inspector, who may concur or

comment and then send it to the Manager,

Rotorcraft Standards Staff.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Rotorcraft Standards Staff.

(c) Special flight permits, pursuant to

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199), will not be issued.

(d) This amendment becomes effective on

January 26, 1996.

Issued in Fort Worth, Texas, on December

11, 1995.

Daniel P. Salvano,

Manager, Rotorcraft Directorate, Aircraft

Certification Service.

[FR Doc. 95–31140 Filed 12–21–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–SW–30–AD; Amendment

39–9463; AD 95–26–05]

Airworthiness Directives; Robinson

Helicopter Company Model R44

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to Robinson Helicopter

Company (RHC) Model R44 helicopters,

that currently requires revisions to the

Limitations section, the Normal

Procedures section, and the Emergency

Procedures section of the R44 Rotorcraft

Flight Manual, revised September 6,

1994. These revisions limit operations

in high winds and turbulence; provide

information about main rotor (M/R) stall

and mast bumping; and provide

recommendations for avoiding these

situations. Additionally, emergency

procedures are provided for use should

certain conditions be encountered. This

action would require similar revisions

to the Limitations, Normal Procedures

and Emergency Procedures sections

required by the existing AD, but the

revision to the Limitations section

would prohibit only pilots without a

certain level of experience and training

from operating in the flight conditions

specified. This action is prompted by

data that indicates pilots who possess a

certain level of experience and training

are more able to recognize and react to

the adverse meteorological conditions

specified in the AD. The actions
Federal Register / Vol. 60, No. 246 / Friday, December 22, 1995 / Rules and Regulations 66489

specified by this AD are intended to

prevent M/R stall or mast bumping,

which could result in the M/R blades

contacting the fuselage causing failure

of the M/R system and subsequent loss

of control of the helicopter.

EFFECTIVE DATE: January 26, 1996.

FOR FURTHER INFORMATION CONTACT: Mr.

Scott Horn, Aerospace Engineer, FAA,

Rotorcraft Directorate, Rotorcraft

Standards Staff, Southwest Region, 2601

Meacham Blvd., Fort Worth, Texas

76137, telephone (817) 222–5125, fax

(817) 222–5961.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 95–04–13,

Amendment 39–9165, which

superseded Priority Letter AD 95–02–

04, issued January 12, 1995, which is

applicable to RHC Model R44

helicopters, was published in the

Federal Register on October 12, 1995

(60 FR 53150). That action proposed to

require revisions to the Limitations

section, the Normal Procedures section,

and the Emergency Procedures section

of the R44 Rotorcraft Flight Manual,

revised September 6, 1994. These

revisions limit operations in high winds

and turbulence; provide information

about M/R stalls and mast bumping; and

provide recommendations for avoiding

these situations. Additionally,

emergency procedures are provided for

use should certain conditions be

encountered. This supersedure will

reduce limitations for pilots who have

the flight experience specified by the

AD and who have completed the SFAR

No. 73 training.

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

agrees with the FAA’s proposal that the

FAA’s exemption of those pilots with

sufficient training and experience from

limitations that might in some cases

substantially restrict their Model R44

flight operations is justified.

After careful review of the available

data, including the comment, the FAA

has determined that air safety and the

public interest require the adoption of

the rule as proposed.

The FAA estimates that three

helicopters of U.S. registry would be

affected by this proposed AD, that it

would take approximately one-half

work hour per helicopter to accomplish

the proposed actions, and that the

average labor rate is $60 per work hour.

Based on these figures, the total cost

impact of the proposed AD on U.S.

operators is estimated to be $90.

The regulations adopted herein will

not have substantial direct effects 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, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, 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), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Amendment 39–9165, and by

adding a new airworthiness directive

(AD), Amendment 39–9463, to read as

follows:

AD 95–26–05 Robinson Helicopter Company:

Amendment 39–9463. Docket No. 95–

SW–30–AD. Supersedes AD 95–04–13,

Amendment 39–9165.

Applicability: Model R44 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

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 use the authority

provided in paragraph (b) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition, or different

actions necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any helicopter

from the applicability of this AD.

Compliance: Required before further flight,

unless accomplished previously.

Note 2: Regardless of the experience level

of the pilot manipulating the controls or the

amount or quality of the awareness training

received by the pilot manipulating the

controls, these changes to the flight manual

are in no way intended to authorize flight in

any condition(s) or under any

circumstance(s) that are otherwise contrary to

other Federal Aviation Regulations.

To prevent main rotor (M/R) stall or mast

bumping, which could result in the M/R

blades contacting the fuselage causing failure

of the M/R system, and subsequent loss of

control of the helicopter, accomplish the

following:

(a) Insert the following information into the

Model R44 Rotorcraft Flight Manual.

Compliance with the Limitations section is

mandatory. The Normal Procedures and

Emergency Procedures sections are

informational.

Limitations Section

The following limitations (1–3) are to be

observed unless the pilot manipulating the

controls has logged 200 or more flight hours

in helicopters, at least 50 of which must be

in the RHC Model R44 helicopter, and has

completed the awareness training specified

in Special Federal Aviation Regulation

(SFAR) No. 73, issued February 27, 1995.

(1) Flight when surface winds exceed 25

knots, including gusts, is prohibited.

(2) Flight when surface wind gust spreads

exceed 15 knots is prohibited.

(3) Continued flight in moderate, severe, or

extreme turbulence is prohibited.

Adjust forward airspeed to between 60

knots indicated airspeed (KIAS) and 0.7 Vne,

but no lower than 60 KIAS, upon

inadvertently encountering moderate, severe,

or extreme turbulence.

Note: Moderate turbulence is turbulence

that causes: (1) changes in altitude or

attitude; (2) variations in indicated airspeed;

and (3) aircraft occupants to feel definite

strains against seat belts.

Normal Procedures Section

Note

Until the FAA completes its research into

the conditions and aircraft characteristics

that lead to main rotor blade/fuselage contact

accidents, and corrective type design changes

and operating limitations are identified,

Model R44 pilots are strongly urged to

become familiar with the following

information and comply with these

recommended procedures.

Main Rotor Stall: Many factors may

contribute to main rotor stall and pilots
66490 Federal Register / Vol. 60, No. 246 / Friday, December 22, 1995 / Rules and Regulations

should be familiar with them. Any flight

condition that creates excessive angle of

attack on the main rotor blades can produce

a stall. Low main rotor RPM, aggressive

maneuvering, high collective angle (often the

result of high-density altitude, over-pitching

[exceeding power available] during climb, or

high forward airspeed) and slow response to

the low main rotor RPM warning horn and

light may result in main rotor stall. The effect

of these conditions can be amplified in

turbulence. Main rotor stall can ultimately

result in contact between the main rotor and

airframe. Additional information on main

rotor stall is provided in the Robinson

Helicopter Company Safety Notices SN–10,

SN–15, SN–20, SN–24, SN–27, and SN–29.

Mast Bumping: Mast bumping may occur

with a teetering rotor system when excessive

main rotor flapping results from low ‘‘G’’

(load factor below 1.0) or abrupt control

input. A low ‘‘G’’ flight condition can result

from an abrupt cyclic pushover in forward

flight. High forward airspeed, turbulence,

and excessive sideslip can accentuate the

adverse effects of these control movements.

The excessive flapping results in the main

rotor hub assembly striking the main rotor

mast with subsequent main rotor system

separation from the helicopter.

To avoid these conditions, pilots are

strongly urged to follow these

recommendations:

(1) Maintain cruise airspeeds greater than

60 KIAS and less than 0.9 Vne.

(2) Use maximum ‘‘power-on’’ RPM at all

times during powered flight.

(3) Avoid sideslip during flight. Maintain

in-trim flight at all times.

(4) Avoid large, rapid forward cyclic inputs

in forward flight, and abrupt control inputs

in turbulence.

Emergency Procedures Section

(1) RIGHT ROLL IN LOW ‘‘G’’ CONDITION

Gradually apply aft cyclic to restore positive

‘‘G’’ forces and main rotor thrust. Do not

apply lateral cyclic until positive ‘‘G’’ forces

have been established.

(2) UNCOMMANDED PITCH, ROLL, OR

YAW RESULTING FROM FLIGHT IN

TURBULENCE.

Gradually apply controls to maintain rotor

RPM, positive ‘‘G’’ forces, and to eliminate

sideslip. Minimize cyclic control inputs in

turbulence; do not overcontrol.

(3) INADVERTENT ENCOUNTER WITH

MODERATE, SEVERE, OR EXTREME

TURBULENCE.

If the area of turbulence is isolated, depart

the area; otherwise, land the helicopter as

soon as practical.

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used when approved by the Manager,

Rotorcraft Standards Staff, Rotorcraft

Directorate, FAA. Operators shall submit

their requests through an FAA Principal

Maintenance Inspector, who may concur or

comment and then send it to the Manager,

Rotorcraft Standards Staff.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Rotorcraft Standards Staff.

(c) Special flight permits, pursuant to

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199), will not be issued.

(d) This amendment becomes effective on

January 26, 1996.

Issued in Fort Worth, Texas, on December

11, 1995.

Daniel P. Salvano,

Manager, Rotorcraft Directorate, Aircraft

Certification Service.

[FR Doc. 95–31139 Filed 12–21–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 95–ANM–17]

Establishment of Class E Airspace;

Wray, CO

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action establishes the

Wray, Colorado, Class E airspace. This

action is necessary to accommodate a

Global Positioning System (GPS)

Standard Instrument Approach

Procedure (SIAP) at Wray Municipal

Airport, Wray, Colorado.

EFFECTIVE DATE: 0901 UTC, February 29,

1996.

FOR FURTHER INFORMATION CONTACT:

James C. Frala, System Management

Branch, ANM–535/A, Federal Aviation

Administration, Docket No. 95–ANM–

17, 1601 Lind Avenue SW., Renton,

Washington 98055–4056; telephone

number: (206) 227–2535.

SUPPLEMENTARY INFORMATION:

History

On October 20, 1995, the FAA

proposed to amend part 71 of the

Federal Aviation Regulations (14 CFR

part 71) to establish Class E airspace at

Wray, Colorado, to accommodate a new

GPS SIAP at Wray Municipal Airport

(60 FR 54206). Interested parties were

invited to participate in the rulemaking

proceeding by submitting written

comments on the proposal. No

comments were received.

The coordinates for this airspace

docket are based on North American

Datum 83. Class E airspace areas

extending upward from 700 feet or more

above the surface of the earth are

published in paragraph 6005 of FAA

Order 7400.9C dated August 17, 1995,

and effective September 16, 1995, which

is incorporated by reference in 14 CFR

71.1 The Class E airspace listed in this

document will be published

subsequently in the Order.

The Rule

This amendment to part 71 of Federal

Aviation Regulations establishes Class E

airspace at Wray, Colorado. The FAA

has determined that this regulation only

involves an established body of

technical regulations for which frequent

and routine amendments are necessary

to keep them operationally current. It,

therefore, (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) does not warrant

preparation of a regulatory evaluation as

the anticipated impact is so minimal.

Since there is a routine matter that will

only affect air traffic procedures and air

navigation, it is certified that this rule

will not have a significant economic

impact on a substantial number of small

entities under the criteria of the

Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of the Amendment

In consideration of the foregoing, the

FAA amends 14 CFR part 71 as follows:

PART 71—[AMENDED]

1. The authority citation for 14 CFR

part 71 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40103, 40113,

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9C, Airspace

Designations and Reporting Points,

dated August 17, 1995, and effective

September 16, 1995, is amended as

follows:

Paragraph 6005 Class E airspace areas

extending upward from 700 feet or more

above the surface of the earth.

* * * * *

ANM CO E5 Wray, CO [New]

Wray Municipal Airport, CO

(Lat. 40°06′00′′N, long. 102°14′27′′W)

That airspace extending upward from 700

feet above the surface within a 6.5-mile

radius of the Wray Municipal Airport; that

airspace extending upward from 1,200 feet

above the surface bounded by a line

beginning at lat. 40°12′00′′N, long.

102°30′00′′W; to lat. 40°16′00′′N, long.

102°03′00′′W; to lat. 39°45′00′′N, long.

102°03′00′′W; to lat. 39°45′00′′N, long.

102°14′00′′W; to lat. 40°00′00′′N, long.

102°30′00′′W; thence to point of beginning.

* * * * *