Federal Register: January 3, 2008 (Volume 73, Number 2)
DOCID: fr03ja08-4 FR Doc E7-25395
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
CFR Citation: 14 CFR Part 39
Docket ID: [Docket No. FAA-2007-0378; Directorate Identifier 2007-SW-04-AD; Amendment 39-15314; AD 2007-26-12]
RIN ID: RIN 2120-AA64
ACTION: Airworthiness Directives:
DOCUMENT ACTION: Final rule; request for comments.
Airworthiness Directives; Robinson Helicopter Company Models R22, R22 Alpha, R22 Beta, R22 Mariner, R44 and R44 II Helicopters
DATES: Effective January 18, 2008.
The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of January 18, 2008.
Comments for inclusion in the Rules Docket must be received on or before March 3, 2008.
This amendment adopts a new airworthiness directive (AD) for
the specified Robinson Helicopter Company (Robinson) helicopters. This
action requires a onetime visual inspection for skin separation along
the leading edge of blade skin aft of the skintospar bond line on the
lower surface of each blade and in the tip cap area. This action also
requires a ``tap test'' for detecting a separation or void in both
bonded areas. This action also requires repainting any exposed area of
the blades. If any separation or void is detected, replacing the blade before further flight is
required. Thereafter, before each flight, this AD also requires checking for any exposed (bare metal) along the skintospar bond line on the lower surface of each blade near the tip. If any bare metal is found, a mechanic must inspect the area. This amendment is prompted by 11 reports of blade debond, some occurring in flight causing the pilot to feel excessive vibrations and land, and some found during routine maintenance. The actions specified in this AD are intended to detect blade skin debond and to prevent blade failure and subsequent loss of control of the helicopter.
Robinson Helicopter Co. Models R22, R22 Alpha, R22 Beta, R22 Mariner, R44 and R44 and R44 II Helicopters,
This amendment adopts a new AD for the
specified Robinson helicopters. This action also requires a onetime
visual inspection for skin separation along the leading edge of the
blade skin aft of the skintospar bond line on the lower surface of
each blade and in the tip cap area. This action also requires a ``tap
test'' for detecting a separation or void in both bonded areas. This AD
also requires repainting any exposed area of the blades. If any
separation or void is detected, replacing the blade before further
flight is required. Thereafter, this action requires, before each
flight, checking for any exposed (bare metal) along the skintospar
bond line on the lower surface of each blade near the tip. If any bare
metal is found, a mechanic must visually inspect the area, perform a
``tap test,'' and remove both blade tip covers and inspect. This
amendment is prompted by 11 reports of blade debond, some occurring in
flight, causing the pilot to feel excessive vibrations and land, and
some found during routine maintenance. In one of the reported
incidents, the debond was caused by corrosion from the lower surface of
the aluminum tip cap, which is bonded to the inside of the blade tip.
The corrosion bubbles caused lifting of the skin and eventual
separation. This condition was found during inspection and not in flight.
We have reviewed the following:
The latest Safety Alert states in part, ``During each daily preflight, visually check blade finish along lower surface bond line. If any bare metal is exposed at or beyond bond line, have blade refinished per R22 Service Letter SL56 or Service Letter SL32 by a qualified mechanic before further flight.'' The Service Letter, Revision A, dated March 29, 2007, specifies using 10x magnification to visually inspect the leading edge of any exposed (bare metal) blade skin at skintospar bond line. The Service Letter also specifies tap testing all bare metal skintospar bonded areas. If any tap test indication of separation or any void is detected, the blade is unairworthy. The March 16, 2007, Service Letter to R22/R44 owners/ operators, and Service Centers, specifies using a 5x to 10x magnification for the visual inspection and makes certain changes to the painting process. Revision A, dated March 29, 2007, to the Service Letter includes a more accurate drawing of the exposed skintospar joint area. That Service Letter also includes an inspection for corrosion around the internal aluminum tip cap area and specifies painting any bare metal.
Bond failures have occurred on blades where the protective coatings have eroded away leaving the skin aft of the bond line at the skinto spar bond line exposed on the lower surface near the tip. Further erosion of the leading edge of the unprotected skin has caused voids and skin separation. Bond failures have also occurred due to corrosion around the tip cap where corrosion residue has disrupted and eventually separated the bond.
To attempt to prevent debonding on new blades, the manufacturer has changed the production process. However, it has not been proven that these changes will prevent a debond. Therefore, at this time, the FAA does not consider these newly manufactured blades to provide terminating action for the requirements of this AD.
This unsafe condition is likely to exist or develop on other
helicopters of these same type designs. Therefore, this AD is being
issued to detect blade skin debond to prevent blade failure and subsequent loss of control of the helicopter.
This AD requires the following:
The repainting must be done by following the specified portions of the Service Letter described previously.
The short compliance time involved is required because the previously described critical unsafe condition can adversely affect the structural integrity and controllability of the helicopter. Therefore, the actions described are required before each flight and initially within 10 hours TIS, both very short time intervals, and this AD must be issued immediately.
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.
We estimate that this AD will affect 2290 helicopters. A check
before each flight of each blade will take a minimal amount of time. It will take about:
Based on these figures, we estimate the total cost impact of the AD on U.S. operators to be $755,060; $549,600 to inspect all the blades; plus $86,160, to remove and replace 5 of the Model R22 helicopter blades plus $119,300 to remove and replace 5 of the Model R44 helicopter blades.
This AD is a final rule that involves requirements that affect flight safety and was not preceded by notice and an opportunity for public comment; however, we invite you to submit any written data, views, or arguments regarding this AD. Send your comments to an address listed under ADDRESSES. Include ``Docket No. FAA20070378; Directorate Identifier 2007SW04AD'' at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the AD. We will consider all comments received by the closing date and may amend the AD in light of those comments.
We will post all comments we receive, without change, to http://regulations.gov , including any personal information you provide. We
will also post a report summarizing each substantive verbal contact with FAA personnel concerning this AD. Using the search function of our docket web site, you can find and read the comments to any of our dockets, including the name of the individual who sent the comment. You may review the DOT's complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 1947778).
We have determined that 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 the regulation:
1. Is not a ``significant regulatory action'' under Executive Order 12866;
2. Is not a ``significant rule'' under the 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.
We prepared an economic evaluation of the estimated costs to comply with this AD. See the DMS to examine the economic evaluation. 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.
We are 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by reference, 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 39AIRWORTHINESS DIRECTIVES
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. Section 39.13 is amended by adding a new airworthiness directive to read as follows:
20072612 Robinson Helicopter Company: Amendment 3915314. Docket No. FAA20070378; Directorate Identifier 2007SW04AD.
Model R22, R22 Alpha, R22 Beta, R22 Mariner helicopters, serial numbers 0002 through 4100; R44 helicopters, serial
numbers 0001 through 1670; and R44 II helicopters, serial numbers 10001 through 11570, certificated in any category.
Required as indicated.
To detect main rotor blade (blade) skin debond and prevent blade
failure and subsequent loss of control of the helicopter, do the following:
(a) Within 10 hours timeinservice (TIS), unless accomplished previously:
(1) Using a 10x or higher magnification, visually inspect for skin separation along the leading edge of any exposed (bare metal) blade skin aft of the skintospar bond line on the lower surface of each blade. If there is any skin separation, the blade is
(2) Perform a ``tap test'' to detect any separation or void on the skintospar bonded areas on the lower blade skin aft of the skintospar bond line of each blade using a 1965 or later U.S. quarterdollar coin. If there is any separation or any void, the blade is unairworthy.
(3) Remove both blade tip covers. Using a 10x or higher magnification, visually inspect the blade tip area exposed when the blade tip covers were removed. ``Tap test'' the skin to cap bond joints on both upper and lower surfaces. If corrosion, separation, or any void is detected, the blade is unairworthy.
(4) Repaint any exposed area of the blade according to the Compliance Procedure, paragraphs 3 through 7, of R22 Service Letter SL56 and R44 Service Letter SL32, Revision A, dated March 29, 2007.
(b) Before further flight, replace any unairworthy blade with an airworthy blade.
(c) Thereafter, if the rotor blade has been found airworthy by the inspections in paragraph (a), before each flight, visually check for any exposed (bare metal) skintospar bonded area on the lower surface of each blade within the outboard 24 inches paying particular attention to the last 10 inches before the tip. An owner/ operator (pilot) holding at least a private pilot certificate may perform this visual check and must enter compliance into the aircraft maintenance records in accordance with 14 CFR 43.11 and 91.417(a)(2)(V). If a pilot finds any area of skin bare metal in the outboard 24 inches of either blade, before further flight, a qualified mechanic must comply with the requirements of paragraph (a) of this AD.
(d) To request a different method of compliance or a different compliance time for this AD, follow the procedures in 14 CFR 39.19. Contact the Manager, Los Angeles Aircraft Certification Office, FAA,
FOR FURTHER INFORMATION CONTACT
For information relating to the Robinson R22 helicopter, contact Eric Schrieber, Aviation Safety Engineer, FAA, Los Angeles Aircraft Certification Office, Airframe Branch, 3960 Paramount Blvd., Lakewood, California 90712, telephone (562) 6275348, fax (562) 6275210. For information relating to the Robinson R44 helicopter, contact Fred Guerin, Aviation Safety Engineer, FAA, Los Angeles Aircraft Certification Office, Airframe Branch, 3960 Paramount Blvd., Lakewood, California 90712, telephone (562) 6275232, fax (562) 6275210.