Comments Invited
This AD is a final rule that involves requirements affecting flight safety, and we did not provide you with notice and an opportunity to provide your comments prior to it becoming effective. However, we invite you to participate in this rulemaking by submitting written comments, data, or views. We also invite comments relating to the economic, environmental, energy, or federalism impacts that resulted from adopting this AD. The most helpful comments reference a specific portion of the AD, explain the reason for any recommended change, and include supporting data. To ensure the docket does not contain duplicate comments, commenters should send only one copy of written comments, or if comments are filed electronically, commenters should submit them only one time. We will file in the docket all comments that we receive, as well as a report summarizing each substantive public contact with FAA personnel concerning this rulemaking duringthe comment period. We will consider all the comments we receive and may conduct additional rulemaking based on those comments.
Discussion
On April 22, 2008, we issued AD 2008-10-03, Amendment 39-15509 (73 FR 24858, May 6, 2008) for Bell Helicopter Textron Helicopters (Bell) Model 204B, 205A, 205A-1, 205B, 210, 212, 412, 412CF, and 412EP helicopters. AD 2008-10-03 required certain checks and inspections of each T/R blade at specified intervals and repairing or replacing, as applicable, any unairworthy T/R blade. AD 2008-10-03 was prompted by eight reports of fatigue cracking of T/R blades installed on Bell Model 212 and 412 helicopters (three failures on Bell Model 212 and five failures on Bell Model 412) with a T/R blade, part number (P/N) 212- 010-750-009, -105, and -107. Three of the Model 412 failures occurred during flight.
After we issued AD 2008-10-03, an accident attributed to a T/R failure occurred. Because of this accident, we determined that a second, more detailed inspection was necessary to allow for an earlier detection of a crack or other damage. As a result, on July 11, 2013, we issued AD 2013-15-02, Amendment 39-17518 (78 FR 45845, July 30, 2013), which superseded AD 2008-10-03. These actions were intended to prevent failure of the T/R blade and subsequent loss of helicopter control.
Although similar failures have not been reported on Agusta helicopters, T/R blade P/N 212-010-750 may be installed on Agusta Model AB205A1, AB212, AB412, and AB412 EP helicopters. As a result, EASA, which is the Technical Agent for the Member States of the European Union, issued AD No. 2013-0185, dated August 14, 2013, to correct an unsafe condition for Agusta Model AB205A1, AB212, AB412, and AB412 EP helicopters. EASA advised that Bell reported some failures in T/R blade P/N 212-010-750 (all dash numbers), which originated from a fatigue crack derived from surface damages. EASA consequently requires detailed visual inspections of the T/R blade surfacefor nicks, dents, scratches, corrosion or cracks. EASA also requires repair or replacement of the T/R blade, depending on the outcome of those inspections.
FAA's Determination
These helicopters have been approved by the aviation authority of Italy and are approved for operation in the United States. Pursuant to our bilateral
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agreement with Italy, EASA, its technical representative, has notified us of the unsafe condition described in the EASA AD. We are issuing this AD because we evaluated all information provided by EASA and determined that the unsafe condition exists and is likely to exist or develop on other helicopters of these same type designs.
Related Service Information
AgustaWestland, formerly Agusta S.p.A., issued Bollettino Tecnico No. 412-136, dated August 13, 2013 (BT), for Model AB412 and Model AB412 EP helicopters. The BT calls for visually inspecting the T/R blade surface for a crack, corrosion, a nick, a scratch, a dent, orother damage using a 3X magnifying glass every 25 hours time-in-service (TIS) or 30 days, whichever occurs first. The BT also calls for a recurring detailed visual inspection of the blade surface with a 10X magnifying glass between stations 20.00 to 35.00 from the T/R blade's leading edge to the trailing edge. If paint blistering, peeling, flaking, bubbling, or cracking exists, the BT calls for removing the paint and inspecting the affected area with a 10X magnifying glass. If a nick, scratch or dent exists, the BT calls for a visual inspection for a crack with a 10X magnifying glass and measuring any damage. If skin damages exceed maintenance manual limits or if a crack exists, the BT calls for removing the blade from service.
AD Requirements
This AD requires within 25 hours TIS or 30 days, whichever occurs first, and thereafter at intervals not to exceed 25 hours TIS or 30 days, whichever occurs first:
Cleaning each T/R blade by hand and, using a 3X or higher power magnifying glass and a light, visually inspecting the T/R blade skins, leading edge spar, doublers, grip plates, and trailing edge on both sides of each blade for a crack, corrosion, a nick, scratch, dent, or other damage. This inspection requires you to pay particular attention to the area located between blade station 20.00 to 35.00 and to the inboard T/R blade butt area near the attachment of the external balance weight and screws.
Using a 10X or higher magnifying glass and a light, visually inspecting both sides of each blade for a crack or other damage between blade station 20.00 to 35.00.
If blistering, peeling, flaking, bubbling, or cracked paint is detected anywhere on the blade, removing the paint and then visually inspecting the affected area for any corrosion or a crack using a 10X or higher magnifying glass and a light.
If a nick, scratch, or dent is found anywhere on the blade, visually inspecting for a crack using a 10X or higher power magnifying glass and a light.Before further flight, removing from service any T/R blade that has a crack or that has corrosion, a nick, a scratch, a dent, or other damage that exceeds any of the maximum repair limits.
Before further flight, repairing or removing from service any T/R blade that has any corrosion, nick, scratch, dent or other damage that is within the maximum repair limits.
Differences Between This AD and the EASA AD
The EASA AD applies to Agusta Model AB205A1 and AB212 helicopters. This AD does not because these helicopters have no FAA type certificate. This AD requires paying particular attention to both sides of each T/R blade in the area located 16 to 32 inches from the T/R blade tip when conducting the inspection using a 3X or higher power magnifying glass and a light. The EASA AD makes no such requirement.
Costs of Compliance
There are no costs of compliance with this AD because there are no helicopters with this type certificate on the U.S. Registry.
FAA's Justification and Determination of the Effective Date
There are no helicopters with this type certificate on the U.S. Registry. Therefore, we believe it is unlikely that we will receive any adverse comments or useful information about this AD from U.S. Operators.
Since an unsafe condition exists that requires the immediate adoption of this AD, we determined that notice and opportunity for public comment before issuing this AD are unnecessary because there are no helicopters on the U.S. registry and that good cause exists for making this amendment effective in less than 30 days.
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.
Regulatory Findings
We 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, I certify that this AD:
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);
3. Will not affect intrastate aviation in Alaska to the extent that it justifies making a regulatory distinction; and
4. 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.