Document ID: FAA-2022-0600-0001
Agency: faa
Document Type: Proposed Rule
Title: Airworthiness Directives: Bell Textron Inc. (Type Certificate Previously Held by Bell Helicopter Textron Inc.) Helicopters
Posted Date: 2022-06-07T04:00Z

[Federal Register Volume 87, Number 109 (Tuesday, June 7, 2022)]
[Proposed Rules]
[Pages 34587-34591]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-12100]

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 Proposed Rules
                                                 Federal Register
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 This section of the FEDERAL REGISTER contains notices to the public of 
 the proposed issuance of rules and regulations. The purpose of these 
 notices is to give interested persons an opportunity to participate in 
 the rule making prior to the adoption of the final rules.
 
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 

  Federal Register / Vol. 87, No. 109 / Tuesday, June 7, 2022 / 
Proposed Rules  

[[Page 34587]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-0600; Project Identifier AD-2021-01160-R]
RIN 2120-AA64

Airworthiness Directives; Bell Textron Inc. (Type Certificate 
Previously Held by Bell Helicopter Textron Inc.) Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for all Bell Textron Inc. (type certificate previously held by Bell 
Helicopter Textron Inc.), Model 204B, 205A, 205A-1, 205B, and 210 
helicopters. This proposed AD was prompted by events involving failure 
of the tail boom attachment structure. This proposed AD would require 
revising the existing Rotorcraft Flight Manual (RFM) for your 
helicopter and repetitive inspections of structural components that 
attach the tail boom to the fuselage. Depending on the results of the 
inspections, this proposed AD would require removing certain parts from 
service or re-bonding the structure. The FAA is proposing this AD to 
address the unsafe condition on these products.

DATES: The FAA must receive comments on this proposed AD by July 22, 
2022.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: (202) 493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE, Washington, DC 20590.
     Hand Delivery: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this NPRM, contact Bell 
Textron, Inc., P.O. Box 482, Fort Worth, TX 76101; telephone (450) 437-
2862 or (800) 363-8023; fax (450) 433-0272; email 
[email protected]; or at https://www.bellflight.com/support/contact-support.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by 
searching for and locating Docket No. FAA-2022-0600; 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 NPRM, any comments 
received, and other information. The street address for Docket 
Operations is listed above.

FOR FURTHER INFORMATION CONTACT: Ameet Shrotriya, Aviation Safety 
Engineer, DSCO Branch, Compliance & Airworthiness Division, FAA, 10101 
Hillwood Pkwy., Fort Worth, TX 76177-1524; phone: (817) 222-5525; 
email: [email protected].

SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under ADDRESSES. Include ``Docket No. FAA-2022-0600; Project Identifier 
AD-2021-01160-R'' at the beginning of your comments. The most helpful 
comments reference a specific portion of the proposal, explain the 
reason for any recommended change, and include supporting data. The FAA 
will consider all comments received by the closing date and may amend 
this proposal because of those comments.
    Except for Confidential Business Information (CBI) as described in 
the following paragraph, and other information as described in 14 CFR 
11.35, the FAA will post all comments received, without change, to 
https://www.regulations.gov, including any personal information you 
provide. The agency will also post a report summarizing each 
substantive verbal contact received about this NPRM.

Confidential Business Information

    CBI is commercial or financial information that is both customarily 
and actually treated as private by its owner. Under the Freedom of 
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public 
disclosure. If your comments responsive to this NPRM contain commercial 
or financial information that is customarily treated as private, that 
you actually treat as private, and that is relevant or responsive to 
this NPRM, it is important that you clearly designate the submitted 
comments as CBI. Please mark each page of your submission containing 
CBI as ``PROPIN.'' The FAA will treat such marked submissions as 
confidential under the FOIA, and they will not be placed in the public 
docket of this NPRM. Submissions containing CBI should be sent to Ameet 
Shrotriya, Aviation Safety Engineer, DSCO Branch, Compliance & 
Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 
76177-1524; phone: (817) 222-5525; email: [email protected]. Any 
commentary that the FAA receives which is not specifically designated 
as CBI will be placed in the public docket for this rulemaking.

Background

    The FAA issued AD 2021-15-14, Amendment 39-21661 (86 FR 39942, July 
26, 2021) (AD 2021-15-14), for various restricted category helicopters. 
AD 2021-15-14 was prompted by an accident involving a Model UH-1B 
helicopter and two forced landings involving Model UH-1H and UH-1F 
helicopters, due to tail boom attachment structure failures. Each of 
the three events involved a failure of the upper left-hand (LH) tail 
boom attachment fitting, which is the most heavily loaded of the four 
tail boom attach points. AD 2021-15-14 requires revising the existing 
RFM for your helicopter to incorporate pre- flight checks; removing 
paint and sealant, and cleaning; repetitive inspections of structural 
components that attach the tail boom to the fuselage; and depending on 
the outcome of the inspections, repairing or replacing components, or 
re-bonding the structure. The FAA issued AD 2021-15-14 to address 
fatigue cracking of tail boom attachment fittings, cap angles, 
longerons, and bolts. Due to their similarity to the Model UH-1B, UH-
1H, and UH-1F helicopters, the FAA has

[[Page 34588]]

determined that Bell Textron Inc., Model 204B, 205A, 205A-1, 205B, and 
210 helicopters are affected by the same unsafe condition. Therefore, 
the FAA proposes to adopt a new AD for Bell Textron Inc., Model 204B, 
205A, 205A-1, 205B, and 210 helicopters. This proposed AD would require 
revising the existing RFM for your helicopter to incorporate pre-flight 
checks; removing paint and sealant, and cleaning; repetitive 
inspections of structural components that attach the tail boom to the 
fuselage; and depending on the outcome of the inspections, repairing or 
replacing components, or re-bonding the structure.

FAA's Determination

    The FAA is issuing this NPRM after determining that the unsafe 
condition described previously is likely to exist or develop on other 
products of the same type design.

Related Service Information

    The FAA reviewed Bell Helicopter Maintenance & Overhaul 
Instructions BHT-204B-M&O, Revision 13, dated November 10, 2021 and 
Bell Helicopter Maintenance Manual BHT-205A1-MM-1, Revision 11, dated 
June 8, 2020. This service information specifies procedures for 
inspecting the tail boom assembly.

Proposed AD Requirements in This NPRM

    This proposed AD would require revising the existing RFM for your 
helicopter to add before each flight and before the first flight of the 
day pre-flight checks of the tail boom attachment. Incorporating the 
RFM revision may be performed by the owner/operator (pilot) holding at 
least a private pilot certificate and must be entered into the aircraft 
records showing compliance with the proposed AD in accordance with 14 
CFR 43.9(a)(1) through (4) and 14 CFR 91.417(a)(2)(v). The record must 
be maintained as required by 14 CFR 91.417 or 135.439. This is an 
exception to the FAA's standard maintenance regulations.
    This proposed AD would also require removing excess paint and 
sealant from, and cleaning, certain tail boom attachment structures; 
repetitive inspections for scratches, nicks, gouges, tears, corrosion, 
cracks, bond separation, loose, missing, and smoking rivets, buckling, 
distortion, number of attachment bolt exposed threads, and attachment 
bolt movement. This proposed AD would then require repairing any 
scratches, nicks, gouges, tears, and corrosion within allowable limits 
or would require removing from service components with scratches, 
nicks, gouges, tears, and corrosion that exceed allowable limits, 
removing from service components with any cracks, buckling, or 
distortion, and removing from service and replacing loose, missing, or 
smoking rivets.
    Finally, this proposed AD would require re-bonding any structure 
with dis-bonds, and removing loose bolts and self-locking nuts from 
service, and replacing them with new bolts and new self-locking nuts. 
After the first flight following any bolt replacement, retorquing any 
replaced bolt would be required.

Costs of Compliance

    The FAA estimates that this proposed AD would affect 57 helicopters 
of U.S. registry. Labor costs are estimated at $85 per work-hour. Based 
on these numbers, the FAA estimates the following costs to comply with 
this proposed AD.
    Revising the RFM for your helicopter would take about 0.5 work-
hour, for an estimated cost of $43 per helicopter and $2,451 for the 
U.S. fleet.
    Removing excess paint and sealant, and cleaning all eight tail boom 
attachment fittings would take about 5 work-hours and a nominal 
materials cost, for an estimated cost of $425 per helicopter per 
instance and $24,225 for the U.S. fleet per instance.
    Inspecting the tail boom structural components and attached 
hardware would take about 16 work-hours for an estimated cost of $1,360 
per helicopter and $77,520 for the U.S. fleet per inspection cycle.
    Replacing a tail boom attachment fitting would take about 33 work-
hours and parts would cost about $1,500 for an estimated cost of $4,305 
per helicopter.
    Replacing a tail boom longeron bond assembly would take about 42 
work-hours and parts would cost up to about $21,270 for an estimated 
cost of up to $24,840 per helicopter.
    Replacing a fuselage attachment fitting would take about 45 work-
hours and parts would cost about $1,838 for an estimated cost of $5,663 
per helicopter.
    Replacing a fuselage cap angle would take about 42 work-hours and 
parts would cost about $1,827 for an estimated cost of $5,397 per 
helicopter.
    Replacing an attachment bolt and self-locking nut would take about 
1 work-hour and parts would cost about $313 for an estimated cost of 
$398 per helicopter.

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

    The FAA determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Would not affect intrastate aviation in Alaska, and
    (3) Would 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 Proposed Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by adding the following new 
airworthiness directive:

Bell Textron Inc. (Type Certificate Previously Held by Bell 
Helicopter Textron Inc.): Docket No. FAA-2022-

[[Page 34589]]

0600; Project Identifier AD-2021-01160-R.

(a) Comments Due Date

    The FAA must receive comments on this airworthiness directive 
(AD) by July 22, 2022.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Bell Textron Inc. (type certificate 
previously held by Bell Helicopter Textron Inc.) Model 204B, 205A, 
205A-1, 205B, and 210 helicopters, certificated in any category.

(d) Subject

    Joint Aircraft System Component (JASC) 5302, Rotorcraft Tail 
Boom.

(e) Unsafe Condition

    This AD was prompted by an accident and incidents involving 
failure of the tail boom attachment structure. The FAA is issuing 
this AD to address fatigue cracking of tail boom attachment 
fittings, cap angles, longerons, and bolts. The unsafe condition, if 
not addressed, could result in separation of the tail boom from the 
helicopter 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, revise the limitations section of the 
existing Rotorcraft Flight Manual (RFM) for your helicopter by 
adding the information in Figure 1 to paragraph (g)(1) of this AD or 
by inserting a copy of this AD. The action required by this 
paragraph may be done by the owner/operator (pilot) holding at least 
a private pilot certificate and must be entered into the aircraft 
records showing compliance with this AD by following 14 CFR 43.9 
(a)(1) through (4) and 14 CFR 91.417(a)(2)(v). The record must be 
maintained as required by 14 CFR 91.417or 135.439.
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[GRAPHIC] [TIFF OMITTED] TP07JN22.000

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    (2) Within 25 hours time-in-service (TIS):
    (i) Open the oil cooler/baggage compartment door on the right 
hand side of the helicopter to gain access to the interior of the 
tail boom.
    (ii) Remove paint and stray sealant and clean the eight attach 
fittings (four on the tail boom side and four on the fuselage side). 
Remove paint and stray sealant and clean the four cap angles, 
forward of the fuselage fittings, for at least 12 inches from the 
end of the fittings. Remove paint and stray sealant and clean the 
four longerons, aft of the tail

[[Page 34591]]

boom fittings, for at least 12 inches from the end of the fittings. 
It is only necessary to remove the topcoat. Primer may be left in 
place and edge and fillet sealant may be left in place. If any 
primer or edge or fillet sealant is removed, before further flight, 
reapply the removed primer and sealant.

    Note 1 to paragraph (g)(2)(ii): On some models, the baggage 
compartment floor and net must be removed to gain access to the 
lower fuselage attach fittings and cap angles.

    (iii) With an additional person pushing on the tail boom at the 
third vertical rivet line aft of the trailing edge of the elevator 
with both hands and gradually applying and relieving pressure using 
body weight a minimum of three times in each of the following 
directions: Inboard pushing from the left; inboard pushing from the 
right; and upward pushing from the bottom; and using a bright light 
and borescope, inspect each of the four tail boom attach structures 
for cracks, bond separation, and loose rivets. On the fuselage side, 
inspect the fittings and the cap angles running forward from the 
fittings, paying particular attention to the fitting sections near 
the rivets closest to the attach bolts and the cap angle rivets next 
to the fittings. On the tail boom side, inspect the fittings and the 
longerons running aft from the fittings, paying particular attention 
to the fitting sections near the rivets closest to the attach bolts. 
Without pushing on the tail boom, and using a bright light and 
borescope, inspect each of the four tail boom attach structures for 
scratches, nicks, gouges, tears, corrosion, buckling, and 
distortion, and for loose, missing, and smoking rivets. If there are 
any scratches, nicks, gouges, tears, or corrosion within allowable 
limits, before further flight, repair the affected components. If 
there are any scratches, nicks, gouges, tears, or corrosion that 
exceed allowable limits, or any cracks, buckling, or distortion, or 
loose, missing, or smoking rivets, before further flight, remove the 
affected components from service. If there is any bond separation, 
before further flight, re-bond the affected components.

    Note 2 to paragraph (g)(2)(iii): It is not required to push on 
the tail boom if it cannot be reached from ground level while 
inspecting for cracks, bond separation, and loose rivets.

    (iv) Inspect the tail boom attach bolts for exposed threads. If 
there is less than one full thread or more than three threads 
exposed, before further flight, remove the bolt and self-locking nut 
from service and replace with a new bolt and new self-locking nut.
    (v) Inspect each of the four tail boom attach bolts for movement 
by either applying the required installation torque in the 
tightening direction only, or by inspecting for torque stripe 
misalignment if present and attempting to rotate the bolt by hand. 
If a bolt is under-torqued, a torque stripe is misaligned, or a bolt 
moves, before further flight, remove the bolt and self-locking nut 
from service and replace with a new bolt and new self-locking nut.
    (vi) After the first flight following any bolt replacement as 
required by paragraph (g)(2)(iv) or (v) of this AD, retorque any 
replaced bolt by applying torque in accordance with the existing 
maintenance instructions for your helicopter in the tightening 
direction only and then apply a torque stripe on the bolt head.
    (3) Within 25 hours TIS after the effective date of this AD, and 
thereafter at intervals not to exceed 25 hours TIS, perform the 
actions required by paragraphs (g)(2)(ii) through (vi) of this AD at 
the upper left-hand tail boom attach points.
    (4) Within 25 hours TIS after the effective date of this AD, and 
thereafter at intervals not to exceed 100 hours TIS, perform the 
actions required by paragraphs (g)(2)(ii) through (vi) of this AD at 
all four tail boom attach points.

(h) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, DSCO Branch, Compliance & Airworthiness 
Division, 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. You may email your request to: [email protected]@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, 
Aviation Safety Engineer, DSCO Branch, Compliance & Airworthiness 
Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177-1524; 
phone: (817) 222-5525; email: [email protected].

    Issued on May 31, 2022.
Gaetano A. Sciortino,
Deputy Director for Strategic Initiatives, Compliance & Airworthiness 
Division, Aircraft Certification Service.
[FR Doc. 2022-12100 Filed 6-6-22; 8:45 am]
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