83 FR 2366 - Airworthiness Directives; The Enstrom Helicopter Corporation Helicopters
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 83, Issue 11 (January 17, 2018)
Federal Aviation Administration
Federal Register Volume 83, Issue 11 (January 17, 2018)
| Page Range | 2366-2369 | |
| FR Document | 2018-00659 |
[Federal Register Volume 83, Number 11 (Wednesday, January 17, 2018)] [Rules and Regulations] [Pages 2366-2369] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2018-00659] ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA-2017-0141; Product Identifier 2016-SW-067-AD; Amendment 39-19154; AD 2018-02-01] RIN 2120-AA64 Airworthiness Directives; The Enstrom Helicopter Corporation Helicopters AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final rule. ----------------------------------------------------------------------- SUMMARY: We are superseding Airworthiness Directive (AD) 2015-08-51 for the Enstrom Helicopter Corporation (Enstrom) Model F-28A, 280, F-28C, F-28C-2, F-28C-2R, 280C, F-28F, F-28F-R, 280F, 280FX, and 480 helicopters. AD 2015-08-51 required an inspection of the main rotor spindle (spindle) and reporting the inspection results to the FAA. This new AD was prompted by additional reports of cracked spindles and requires establishing a life limit and a recurring inspection. The actions of this AD are intended to prevent the unsafe condition on these products. DATES: This AD is effective February 21, 2018. ADDRESSES: For service information identified in this final rule, contact Enstrom Helicopter Corporation, 2209 22nd Street, Menominee, MI; telephone (906) 863-1200; fax (906) 863-6821; or at www.enstromhelicopter.com. You may view this referenced service information at the FAA, Office of the Regional Counsel, Southwest Region, 10101 Hillwood Pkwy., Room 6N-321, Fort Worth, TX 76177. Examining the AD Docket You may examine the AD docket on the internet at http://www.regulations.gov in Docket No. FAA-2017-0141; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this AD, the economic evaluation, any comments received, and other information. The address for the Docket Office (phone: 800-647-5527) is Document Management Facility, U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Manzoor Javed, Senior Aerospace Engineer, Chicago ACO Branch, Compliance and Airworthiness Division, FAA, 2300 East Devon Ave., Des Plaines, IL 60018; telephone (847) 294- 8112; email [email protected]. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to remove AD 2015-08-51, Amendment 39-18160 (80 FR 28172, May 18, 2015) (AD 2015-08-51) and add a new AD. AD 2015-08-51 applied to Enstrom Model F-28A, 280, F-28C, F-28C-2, F-28C-2R, 280C, F-28F, F-28F- R, 280F, 280FX, and 480 helicopters with a spindle part number (P/N) 28-14282-11 or 28-14282-13 installed. AD 2015-08-51 required conducting a one-time magnetic particle inspection (MPI) of the spindle for cracks and reporting the inspection results to the FAA. AD 2015-08-51 was prompted by a fatal accident and reports of spindles with cracks. AD 2015-08-51 was issued as an interim action and was intended to detect a crack in a spindle and prevent loss of a main rotor blade and subsequent loss of control of the helicopter. The NPRM published in the Federal Register on March 2, 2017 (82 FR 12308). The NPRM was prompted by additional reports of cracked spindles. Based on review of in-service data and a fatigue analysis, the FAA determined a life limit and recurring MPIs are necessary to reduce the risk of a crack developing in a spindle. We also determined the reporting requirement in AD 2015-08-51 is no longer necessary. Accordingly, the NPRM proposed to require an MPI of the spindle every 500 hours time-in-service (TIS) until the spindle reaches its new life limit of 1,500 hours TIS. Since the NPRM was issued, the FAA's Aircraft Certification Service has changed its organizational structure. The new structure replaces product directorates with functional divisions. We have revised some of the office titles and nomenclature throughout this Final rule to reflect the new organizational changes. Additional information about the new structure can be found in the Notice published on July 25, 2017 (82 FR 34564). Comments After our NPRM was published, we received comments from 50 commenters. A. Support for the NPRM One commenter supported the 500-hour repetitive inspection proposed by the NPRM. B. Comments Regarding the FAA's Justification of the Unsafe Condition Many commenters, including Enstrom, disagreed with the FAA's determination that an unsafe condition exists and requested the FAA provide more information about the additional cracks that prompted this AD. Request: A few commenters noted the entire fleet has been inspected in accordance with AD 2015-08-51 and no additional cracks were found. Other commenters stated no additional cracks have been found in the area of a spindle where a failure could cause a catastrophic accident. A few commenters, including Enstrom, stated no additional cracking has been reported in the same location as that of the accident spindle. Other commenters requested the FAA provide information about the number of additional reported cracks and whether there is any correlation between cracks and manufacturing dates or suppliers. Enstrom stated the cracked spindles discovered after the accident were manufactured between 1975 to 1980 by two specific suppliers. FAA Response: We agree to provide information about the cracks that prompted this AD. Contrary to the public comments stating there were no additional cracks found by the inspections required by AD 2015-08-51, those inspection results revealed 34 cracked spindle assemblies. The commenters are correct that the additional cracking was not in the same location as that of the accident spindle. The location of the additional 34 spindle cracks was at the hole for the cotter pin securing the lamiflex bearing nut. However, we disagree that the additional cracks were not in an area where a failure could cause a catastrophic accident. A spindle assembly is a primary structural element and a critical part. Flight with any known crack is prohibited in primary [[Page 2367]] structural elements including spindle assemblies. Regardless of the location of the crack, failure of a spindle assembly could result in loss of a main rotor blade. We agree with Enstrom's comment that the cracked spindles discovered after the accident were manufactured between 1975 to 1980 by two specific suppliers. However, the accident helicopter had two cracked and one failed spindle that were manufactured in 1984 by a third manufacturer. The identities of the manufacturers are unknown. The parts were marked differently with a letter designation at the end depending on the manufacturer, but no manufacturing records exist to indicate which letter corresponds to which manufacturer. Therefore, no investigation could be conducted as to what manufacturing processes or specifications used by these suppliers may have resulted in the cracking. Accordingly, we cannot draw a conclusion as to whether the manufacturer and date range are causal factors in the accident. Request: One commenter questioned whether the FAA investigated the possibility that the cracked spindle resulted from improper maintenance action or procedures. FAA's Response: As part of the accident investigation, the NTSB lab inspected the three spindles from the accident aircraft for any tool marks that might indicate an initiation point that was maintenance related. They were unable to find such marks. Based on the number of cracks found in the field and the fact that they were not all maintained by the same organization, there is no data to suggest that this resulted from improper maintenance. C. Comments Regarding the Required Actions Request: Thirty-eight commenters, including Enstrom, requested the AD not require the 1,500-hour life limit because it would be burdensome and unnecessary. Most of these commenters also stated that the repetitive inspections specified by Enstrom would be effective in identifying cracks and removing any cracked spindles from service. Four commenters requested the life limit be higher than 1,500 hours, and proposed alternative life limits of 4,000 hours, 6,750 hours, between 8,000 and 9,000 hours, and 15,000 hours. FAA Response: We disagree. The corrective action outlined in the Enstrom service information did not reduce the risk to an acceptable level. Consequently, we used the crack data to conduct a risk assessment in accordance with the FAA's Rotorcraft Risk Analysis Handbook, Revision 3, dated September 10, 2014. The accident investigation and inspection results from AD 2015-08-51 show cracked spindles from 1,800 hours up to 9,300 hours (on the accident helicopter). A Weibull analysis identified a life limit of approximately 800 hours. But the goodness of fit was not high as the times on these parts historically have not been tracked, so we assumed the part time to be the time on the airframe, which may not be accurate. We therefore applied an additional method to determine an appropriate life limit. We used inspection results as baseline data to conduct a fatigue analysis using standard fatigue methodology and scatter factors found in Advisory Circular (AC) 23-13A, ``Fatigue, Fail-Safe, and Damage Tolerance Evaluation of Metallic Structure For Normal, Utility, Acrobatic, and Commuter Category Airplanes.'' While this AC was written for small aircraft, its approach for establishing a life limit is conventional and was the most computationally valid method considered. This analysis resulted in a life limit of 1,500 hours. We also reviewed the potential for higher life limits, but these resulted in unacceptably short inspection intervals. For example, a retirement age of 10,000 hours with an initial inspection at 1,500 hours would require repetitive inspections every 75 hours to maintain an acceptable level of risk. We rejected these short inspection frequencies because of the potential for increased maintenance errors. Additionally, we considered the life limit of 1,500 hours is similar to those for spindles used in other rotorcraft. Request: Twenty-three commenters, including Enstrom, disagreed with the compliance time for the 500-hour initial inspection. To support this disagreement, most of these commenters stated no cracks have been reported on spindles with less than 1,800 hours TIS. The commenters requested that the AD require the initial inspection within 1,500 hours as specified in Enstrom's service information. FAA Response: We disagree. While the commenters are correct that no cracks have been reported on spindles with less than 1,800 hours TIS, this factor is less significant than those discussed above. Standard practice in addressing fatigue and life limits require inspection intervals that provide two inspection opportunities to detect a crack before a life limit is reached. Because the FAA determined a life limit of 1,500 hours TIS is required for the spindles, it follows that at a minimum initial and repetitive inspections every 500 hours TIS are necessary. Request: One commenter requested the AD require the spindle life limit of 7,500 cycles instead of 1,500 flight hours. FAA Response: We disagree. All data considered and analysis conducted for this AD has been determined using flight hours. The commenter states he used figure AC 27 MG 11-9 from AC 27-1B, ``Certification of Normal Category Rotorcraft,'' for his conversion. The spectrum in that figure is an example and therefore we do not find the commenter's conversion the most appropriate in this case. Request: Two commenters disagreed with the AD because of the service history of their helicopters and Enstrom's history in general. FAA Response: The fact that the individual helicopters owned or operated by some commenters have not experienced cracking does not negate the existence of an unsafe condition. The risk analysis used to support the requirements of this AD was based on in-service data reported as a result of AD 2015-04-51. This data represents the actual service state of the current Enstrom fleet, which is more accurate than the factors mentioned by the commenters. D. Requests To Allow Alternative Actions Request: Many commenters, including Airwolf Aerospace (Airwolf), requested the AD allow installing an Airwolf tension-torsion strap assembly (TT strap) as a means of complying with or terminating the AD. In support of this request, Airwolf stated that TT strap installation completely removes the threaded area of the spindle, leaving nothing left to inspect. FAA Response: We disagree. The commenter's request is unnecessary. The Airwolf TT strap installation modifies the helicopter and the spindle, changing the P/N of the spindle, such that the AD would no longer apply. Request: One commenter requested that instead of a life limit, the AD require a visual inspection of the cotter pin hole at each 100-hour or annual inspection. No technical data supporting this request was provided by the commenter. FAA Response: We disagree. As explained above, the FAA has determined a life limit is required to correct the unsafe condition. Inspection programs alone are not sufficient to lower the risk to an acceptable level. Request: Four commenters stated they have already inspected the spindles in accordance with AD 2015-08-51. One [[Page 2368]] commenter requested the AD allow a 300-hour grace period for spindles that have already been inspected. FAA Response: We disagree. Providing a grace period within which to comply with a life limit essentially extends the life limit and would not be appropriate. E. Comments Regarding Costs of Compliance With This AD Request: Many commenters stated that the cost to comply with this AD is underestimated or inaccurate. These commenters stated the cost should include the costs associated with loss of utility; should reflect a replacement cost of $24,492 for three spindles; and should increase the labor rate. FAA's Response: We disagree. The cost analysis in AD rulemaking actions typically includes only the costs associated with complying with the AD, which does not include indirect costs such as down-time and loss of revenue. The parts costs for this AD were provided by the manufacturer. We do not control any price differences or retail pricing. The labor rate of $85 per hour is provided by the FAA Office of Aviation Policy and Plans for the FAA to use when estimating the labor costs of complying with AD requirements. Request: Several commenters requested the FAA not issue the AD because the extremely high cost will cause small operators to cease operations. FAA's Response: We disagree. Although the FAA sympathizes with owners and the economic impact this AD may have, it does not negate the need to correct the identified unsafe condition. The applicable spindles in this design are critical for safe flight. FAA's Determination We have reviewed the relevant information and determined that an unsafe condition exists and is likely to exist or develop on other helicopters of these same type designs and that air safety and the public interest require adopting the AD requirements as proposed. Related Service Information We reviewed Enstrom Service Directive Bulletin No. 0119, Revision 3, dated June 24, 2016, for Model F-28A, F-28C, F-28F, 280, 280C, 280F, and 280FX helicopters with a spindle P/N 28-14282-11 or 28-14282-13. We also reviewed Enstrom Service Directive Bulletin No. T-050, Revision 3, dated June 24, 2016, for Model 480 helicopters, serial numbers 5001 through 5004 and 5006, and with a spindle P/N 28-14282-13, except those aircraft modified with tension-torsion straps. Both service directive bulletins specify sending the spindle to Enstrom for an MPI before the spindle reaches 1,500 hours TIS, or within 5 hours TIS for those spindles with 1,500 or more hours TIS. Thereafter, the service directive bulletins specify returning the spindle to Enstrom for an MPI every 500 hours. Differences Between This AD and the Service Information This AD requires establishing a spindle life limit of 1,500 hours TIS. The service information does not specify a life limit. This AD requires that the MPI be conducted by a Level II or Level III inspector or equivalent. The service information specifies sending the spindle to Enstrom for an MPI. This AD requires an initial MPI before further flight for a spindle with 500 or more hours TIS, unless an MPI has been done within the last 500 hours TIS. The service information specifies an initial MPI compliance time of within 5 hours TIS for a spindle with 1,500 or more hours TIS. Costs of Compliance We estimate that this AD affects 323 helicopters of U.S. Registry. We estimate that operators may incur the following costs in order to comply with this AD. Labor costs are estimated at $85 per work-hour. Inspecting the spindles takes about 15 work-hours for an estimated cost of $1,275 per helicopter and $411,825 for the U.S. fleet per inspection cycle. Replacing a cracked spindle costs $8,164 for parts and no additional work-hours. Replacing a set of three spindles that have reached their life limit takes about 14 work-hours and parts will cost $17,500 for a total cost of $18,690 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. 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 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 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 a regulatory distinction is required; 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. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 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] 0 2. The FAA amends Sec. 39.13 by removing Airworthiness Directive (AD) 2015-08-51, Amendment 39-18160 (80 FR 28172, May 18, 2015), and adding the following new AD: 2018-02-01 The Enstrom Helicopter Corporation (Enstrom): Amendment 39-19154; Docket No. FAA-2017-0141; Product Identifier 2016-SW-067- AD. (a) Applicability This AD applies to Enstrom Model F-28A, 280, F-28C, F-28C-2, F- 28C-2R, 280C, F-28F, F-28F-R, 280F, and 280FX helicopters, all serial numbers; and Enstrom Model 480 helicopters, serial numbers 5001 through 5006; with a main rotor spindle (spindle) part number (P/N) 28-14282-11 or 28-14282-13, installed, certificated in any category. [[Page 2369]] (b) Unsafe Condition This AD defines the unsafe condition as a crack in a spindle, which, if not detected, could result in loss of a main rotor blade and subsequent loss of control of the helicopter. (c) Affected ADs This AD supersedes AD 2015-08-51, Amendment 39-18160 (80 FR 28172, May 18, 2015). (d) Effective Date This AD becomes effective February 21, 2018. (e) Compliance You are responsible for performing each action required by this AD within the specified compliance time unless it has already been accomplished prior to that time. (f) Required Actions (1) Before further flight, remove from service any spindle P/N 28-14282-11 or 28-14282-13 that has 1,500 or more hours time-in- service (TIS). If the hours TIS of a spindle is unknown, use the TIS of the helicopter. Thereafter, remove from service any spindle P/N 28-14282-11 or 28-14282-13 before accumulating 1,500 hours TIS. (2) For each spindle with 500 or more hours TIS, using the hours TIS of the helicopter if the hours TIS of the spindle is unknown: (i) Before further flight, unless already done within the last 500 hours TIS, conduct a magnetic particle inspection (MPI) of the spindle for a crack, paying particular attention to the threaded portion of the spindle. The MPI of the spindle must be conducted by a Level II or Level III inspector qualified in the MPI in the Aeronautics Sector according to the EN4179 or NAS410 standard or equivalent. If there is a crack in the spindle, replace it with an airworthy spindle before further flight. (ii) Thereafter at intervals not to exceed 500 hours TIS, repeat the MPI specified in paragraph (f)(2)(i) of this AD. (g) Alternative Methods of Compliance (AMOCs) (1) The Manager, Chicago ACO Branch, FAA, may approve AMOCs for this AD. Send your proposal to: Manzoor Javed, Senior Aerospace Engineer, Chicago ACO Branch, Compliance and Airworthiness Division, FAA, 2300 East Devon Ave., Des Plaines, IL 60018; telephone (847) 294-8112; email [email protected]. (2) For operations conducted under a 14 CFR part 119 operating certificate or under 14 CFR part 91, subpart K, we suggest that you notify your principal inspector, or lacking a principal inspector, the manager of the local flight standards district office or certificate holding district office, before operating any aircraft complying with this AD through an AMOC. (h) Additional Information Enstrom Service Directive Bulletin Nos. 0119 and T-050, both Revision 3 and both dated June 24, 2016, which are not incorporated by reference, contain additional information about the subject of this AD. For service information identified in this AD, contact Enstrom Helicopter Corporation, 2209 22nd Street, Menominee, MI; telephone (906) 863-1200; fax (906) 863-6821; or at www.enstromhelicopter.com. You may review a copy of the service information at the FAA, Office of the Regional Counsel, Southwest Region, 10101 Hillwood Pkwy., Room 6N-321, Fort Worth, TX 76177. (i) Subject Joint Aircraft Service Component (JASC) Code: 6220, Main Rotor Head. Issued in Fort Worth, Texas, on January 8, 2018. James A. Grigg, Acting Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2018-00659 Filed 1-16-18; 8:45 am] BILLING CODE 4910-13-P
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(2) For more information about this AD, FAA–2017–0141; or in person at the directorates with functional divisions.
contact Tom Rodriguez, Aerospace Engineer, Docket Management Facility between 9 We have revised some of the office titles
International Section, Transport Standards a.m. and 5 p.m., Monday through and nomenclature throughout this Final
Branch, FAA, 1601 Lind Avenue SW,
Friday, except Federal holidays. The AD rule to reflect the new organizational
Renton, WA 98057–3356; telephone: 425–
227–1137; fax: 425–227–1149. docket contains this AD, the economic changes. Additional information about
evaluation, any comments received, and the new structure can be found in the
(j) Material Incorporated by Reference other information. The address for the Notice published on July 25, 2017 (82
None. Docket Office (phone: 800–647–5527) is FR 34564).
Document Management Facility, U.S.
Issued in Renton, Washington, on January Comments
Department of Transportation, Docket
5, 2018. After our NPRM was published, we
Operations, M–30, West Building
Michael Kaszycki, received comments from 50
Ground Floor, Room W12–140, 1200
Acting Director, System Oversight Division, New Jersey Avenue SE, Washington, DC commenters.
Aircraft Certification Service.
20590. A. Support for the NPRM
[FR Doc. 2018–00656 Filed 1–16–18; 8:45 am]
FOR FURTHER INFORMATION CONTACT:
BILLING CODE 4910–13–P One commenter supported the 500-
Manzoor Javed, Senior Aerospace
hour repetitive inspection proposed by
Engineer, Chicago ACO Branch,
the NPRM.
Compliance and Airworthiness
DEPARTMENT OF TRANSPORTATION
Division, FAA, 2300 East Devon Ave., B. Comments Regarding the FAA’s
Federal Aviation Administration Des Plaines, IL 60018; telephone (847) Justification of the Unsafe Condition
294–8112; email manzoor.javed@ Many commenters, including
14 CFR Part 39 faa.gov. Enstrom, disagreed with the FAA’s
[Docket No. FAA–2017–0141; Product SUPPLEMENTARY INFORMATION: determination that an unsafe condition
Identifier 2016–SW–067–AD; Amendment exists and requested the FAA provide
Discussion
39–19154; AD 2018–02–01] more information about the additional
We issued a notice of proposed cracks that prompted this AD.
RIN 2120–AA64 rulemaking (NPRM) to amend 14 CFR Request: A few commenters noted the
part 39 to remove AD 2015–08–51, entire fleet has been inspected in
Airworthiness Directives; The Enstrom
Amendment 39–18160 (80 FR 28172, accordance with AD 2015–08–51 and no
Helicopter Corporation Helicopters
May 18, 2015) (AD 2015–08–51) and additional cracks were found. Other
AGENCY: Federal Aviation add a new AD. AD 2015–08–51 applied commenters stated no additional cracks
Administration (FAA), DOT. to Enstrom Model F–28A, 280, F–28C, have been found in the area of a spindle
ACTION: Final rule. F–28C–2, F–28C–2R, 280C, F–28F, F– where a failure could cause a
28F–R, 280F, 280FX, and 480 catastrophic accident. A few
SUMMARY: We are superseding helicopters with a spindle part number commenters, including Enstrom, stated
Airworthiness Directive (AD) 2015–08– (P/N) 28–14282–11 or 28–14282–13 no additional cracking has been
51 for the Enstrom Helicopter installed. AD 2015–08–51 required reported in the same location as that of
Corporation (Enstrom) Model F–28A, conducting a one-time magnetic particle the accident spindle.
280, F–28C, F–28C–2, F–28C–2R, 280C, inspection (MPI) of the spindle for Other commenters requested the FAA
F–28F, F–28F–R, 280F, 280FX, and 480 cracks and reporting the inspection provide information about the number
helicopters. AD 2015–08–51 required an results to the FAA. AD 2015–08–51 was of additional reported cracks and
inspection of the main rotor spindle prompted by a fatal accident and reports whether there is any correlation
(spindle) and reporting the inspection of spindles with cracks. AD 2015–08–51 between cracks and manufacturing dates
results to the FAA. This new AD was was issued as an interim action and was or suppliers. Enstrom stated the cracked
prompted by additional reports of intended to detect a crack in a spindle spindles discovered after the accident
cracked spindles and requires and prevent loss of a main rotor blade were manufactured between 1975 to
establishing a life limit and a recurring and subsequent loss of control of the 1980 by two specific suppliers.
inspection. The actions of this AD are helicopter. FAA Response: We agree to provide
intended to prevent the unsafe The NPRM published in the Federal information about the cracks that
condition on these products. Register on March 2, 2017 (82 FR prompted this AD. Contrary to the
DATES: This AD is effective February 21, 12308). The NPRM was prompted by public comments stating there were no
2018. additional reports of cracked spindles. additional cracks found by the
ADDRESSES: For service information Based on review of in-service data and inspections required by AD 2015–08–
identified in this final rule, contact a fatigue analysis, the FAA determined 51, those inspection results revealed 34
Enstrom Helicopter Corporation, 2209 a life limit and recurring MPIs are cracked spindle assemblies. The
22nd Street, Menominee, MI; telephone necessary to reduce the risk of a crack commenters are correct that the
(906) 863–1200; fax (906) 863–6821; or developing in a spindle. We also additional cracking was not in the same
at www.enstromhelicopter.com. You determined the reporting requirement in location as that of the accident spindle.
may view this referenced service AD 2015–08–51 is no longer necessary. The location of the additional 34
information at the FAA, Office of the Accordingly, the NPRM proposed to spindle cracks was at the hole for the
Regional Counsel, Southwest Region, require an MPI of the spindle every 500 cotter pin securing the lamiflex bearing
nut. However, we disagree that the
ethrower on DSK3G9T082PROD with RULES
10101 Hillwood Pkwy., Room 6N–321, hours time-in-service (TIS) until the
Fort Worth, TX 76177. spindle reaches its new life limit of additional cracks were not in an area
1,500 hours TIS. where a failure could cause a
Examining the AD Docket Since the NPRM was issued, the catastrophic accident. A spindle
You may examine the AD docket on FAA’s Aircraft Certification Service has assembly is a primary structural element
the internet at http:// changed its organizational structure. and a critical part. Flight with any
www.regulations.gov in Docket No. The new structure replaces product known crack is prohibited in primary
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commenter requested the AD allow a spindle P/N 28–14282–13, except those is within the scope of that authority
300-hour grace period for spindles that aircraft modified with tension-torsion because it addresses an unsafe condition
have already been inspected. straps. Both service directive bulletins that is likely to exist or develop on
FAA Response: We disagree. specify sending the spindle to Enstrom products identified in this rulemaking
Providing a grace period within which for an MPI before the spindle reaches action.
to comply with a life limit essentially 1,500 hours TIS, or within 5 hours TIS
Regulatory Findings
extends the life limit and would not be for those spindles with 1,500 or more
appropriate. hours TIS. Thereafter, the service We have determined that this AD will
directive bulletins specify returning the not have federalism implications under
E. Comments Regarding Costs of Executive Order 13132. This AD will
Compliance With This AD spindle to Enstrom for an MPI every 500
hours. not have a substantial direct effect on
Request: Many commenters stated the States, on the relationship between
that the cost to comply with this AD is Differences Between This AD and the the national government and the States,
underestimated or inaccurate. These Service Information or on the distribution of power and
commenters stated the cost should This AD requires establishing a responsibilities among the various
include the costs associated with loss of spindle life limit of 1,500 hours TIS. levels of government.
utility; should reflect a replacement cost The service information does not For the reasons discussed above, I
of $24,492 for three spindles; and specify a life limit. certify that this AD:
should increase the labor rate. This AD requires that the MPI be (1) Is not a ‘‘significant regulatory
FAA’s Response: We disagree. The conducted by a Level II or Level III action’’ under Executive Order 12866;
cost analysis in AD rulemaking actions inspector or equivalent. The service (2) Is not a ‘‘significant rule’’ under
typically includes only the costs information specifies sending the DOT Regulatory Policies and Procedures
associated with complying with the AD, spindle to Enstrom for an MPI. (44 FR 11034, February 26, 1979);
which does not include indirect costs This AD requires an initial MPI before (3) Will not affect intrastate aviation
such as down-time and loss of revenue. further flight for a spindle with 500 or in Alaska to the extent that a regulatory
The parts costs for this AD were more hours TIS, unless an MPI has been distinction is required; and
provided by the manufacturer. We do done within the last 500 hours TIS. The (4) Will not have a significant
not control any price differences or service information specifies an initial economic impact, positive or negative,
retail pricing. MPI compliance time of within 5 hours on a substantial number of small entities
The labor rate of $85 per hour is TIS for a spindle with 1,500 or more under the criteria of the Regulatory
provided by the FAA Office of Aviation hours TIS. Flexibility Act.
Policy and Plans for the FAA to use
Costs of Compliance List of Subjects in 14 CFR Part 39
when estimating the labor costs of
complying with AD requirements. We estimate that this AD affects 323 Air transportation, Aircraft, Aviation
Request: Several commenters helicopters of U.S. Registry. We estimate safety, Incorporation by reference,
requested the FAA not issue the AD that operators may incur the following Safety.
because the extremely high cost will costs in order to comply with this AD.
Labor costs are estimated at $85 per Adoption of the Amendment
cause small operators to cease
operations. work-hour. Inspecting the spindles takes Accordingly, under the authority
FAA’s Response: We disagree. about 15 work-hours for an estimated delegated to me by the Administrator,
Although the FAA sympathizes with cost of $1,275 per helicopter and the FAA amends 14 CFR part 39 as
owners and the economic impact this $411,825 for the U.S. fleet per follows:
AD may have, it does not negate the inspection cycle. Replacing a cracked
need to correct the identified unsafe spindle costs $8,164 for parts and no PART 39—AIRWORTHINESS
condition. The applicable spindles in additional work-hours. Replacing a set DIRECTIVES
this design are critical for safe flight. of three spindles that have reached their
life limit takes about 14 work-hours and ■ 1. The authority citation for part 39
FAA’s Determination continues to read as follows:
parts will cost $17,500 for a total cost
We have reviewed the relevant of $18,690 per helicopter. Authority: 49 U.S.C. 106(g), 40113, 44701.
information and determined that an
unsafe condition exists and is likely to Authority for This Rulemaking § 39.13 [Amended]
exist or develop on other helicopters of Title 49 of the United States Code ■ 2. The FAA amends § 39.13 by
these same type designs and that air specifies the FAA’s authority to issue removing Airworthiness Directive (AD)
safety and the public interest require rules on aviation safety. Subtitle I, 2015–08–51, Amendment 39–18160 (80
adopting the AD requirements as Section 106, describes the authority of FR 28172, May 18, 2015), and adding
proposed. the FAA Administrator. Subtitle VII, the following new AD:
Aviation Programs, describes in more 2018–02–01 The Enstrom Helicopter
Related Service Information detail the scope of the Agency’s Corporation (Enstrom): Amendment 39–
We reviewed Enstrom Service authority. 19154; Docket No. FAA–2017–0141;
Directive Bulletin No. 0119, Revision 3, We are issuing this rulemaking under Product Identifier 2016–SW–067–AD.
dated June 24, 2016, for Model F–28A, the authority described in Subtitle VII,
(a) Applicability
F–28C, F–28F, 280, 280C, 280F, and Part A, Subpart III, Section 44701,
280FX helicopters with a spindle P/N ‘‘General requirements.’’ Under that This AD applies to Enstrom Model F–28A,
ethrower on DSK3G9T082PROD with RULES
28–14282–11 or 28–14282–13. We also section, Congress charges the FAA with 280, F–28C, F–28C–2, F–28C–2R, 280C, F–
28F, F–28F–R, 280F, and 280FX helicopters,
reviewed Enstrom Service Directive promoting safe flight of civil aircraft in all serial numbers; and Enstrom Model 480
Bulletin No. T–050, Revision 3, dated air commerce by prescribing regulations helicopters, serial numbers 5001 through
June 24, 2016, for Model 480 for practices, methods, and procedures 5006; with a main rotor spindle (spindle) part
helicopters, serial numbers 5001 the Administrator finds necessary for number (P/N) 28–14282–11 or 28–14282–13,
through 5004 and 5006, and with a safety in air commerce. This regulation installed, certificated in any category.
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![Federal Register / Vol. 83, No. 11 / Wednesday, January 17, 2018 / Rules and Regulations 2369
(b) Unsafe Condition contact Enstrom Helicopter Corporation, the EDGAR system.1 It also describes
This AD defines the unsafe condition as a 2209 22nd Street, Menominee, MI; telephone the requirements for filing using
crack in a spindle, which, if not detected, (906) 863–1200; fax (906) 863–6821; or at EDGARLink Online and the Online
could result in loss of a main rotor blade and www.enstromhelicopter.com. You may Forms/XML website.
subsequent loss of control of the helicopter. review a copy of the service information at
The revisions to the Filer Manual
the FAA, Office of the Regional Counsel,
(c) Affected ADs Southwest Region, 10101 Hillwood Pkwy., reflect changes within Volume II,
This AD supersedes AD 2015–08–51, Room 6N–321, Fort Worth, TX 76177. entitled EDGAR Filer Manual, Volume
Amendment 39–18160 (80 FR 28172, May 18, II: ‘‘EDGAR Filing,’’ Version 44
(i) Subject (December 2017). The updated manual
2015).
Joint Aircraft Service Component (JASC) will be incorporated by reference into
(d) Effective Date Code: 6220, Main Rotor Head. the Code of Federal Regulations.
This AD becomes effective February 21, Issued in Fort Worth, Texas, on January 8, The Filer Manual contains all the
2018. 2018. technical specifications for filers to
(e) Compliance James A. Grigg, submit filings using the EDGAR system.
You are responsible for performing each Acting Director, Compliance & Airworthiness Filers must comply with the applicable
action required by this AD within the Division, Aircraft Certification Service. provisions of the Filer Manual in order
specified compliance time unless it has [FR Doc. 2018–00659 Filed 1–16–18; 8:45 am]
to assure the timely acceptance and
already been accomplished prior to that time. processing of filings made in electronic
BILLING CODE 4910–13–P
(f) Required Actions
format.2 Filers may consult the Filer
Manual in conjunction with our rules
(1) Before further flight, remove from governing mandated electronic filing
service any spindle P/N 28–14282–11 or 28–
14282–13 that has 1,500 or more hours time- SECURITIES AND EXCHANGE when preparing documents for
in-service (TIS). If the hours TIS of a spindle COMMISSION electronic submission.3
is unknown, use the TIS of the helicopter. The EDGAR system will be upgraded
Thereafter, remove from service any spindle 17 CFR Part 232 to Release 17.4 on December 11, 2017
P/N 28–14282–11 or 28–14282–13 before and will introduce the changes
accumulating 1,500 hours TIS. referenced below.
(2) For each spindle with 500 or more [Release Nos. 33–10444; 34–82246; 39– EDGAR Release 17.4 will update
hours TIS, using the hours TIS of the 2519; IC–32938]
EDGAR to allow, but not require, asset-
helicopter if the hours TIS of the spindle is backed securities filers to submit a
unknown: Adoption of Updated EDGAR Filer
Manual combined Form 10–D and Form ABS–
(i) Before further flight, unless already
done within the last 500 hours TIS, conduct
EE. The combined submission would
a magnetic particle inspection (MPI) of the AGENCY: Securities and Exchange allow filers to concurrently submit and
spindle for a crack, paying particular Commission. create hyperlinks in Form 10–D to the
attention to the threaded portion of the ACTION: Final rule. Form ABS–EE exhibits incorporated by
spindle. The MPI of the spindle must be reference into the Form 10–D.4 The
conducted by a Level II or Level III inspector SUMMARY: The Securities and Exchange combined submission will be subject to
qualified in the MPI in the Aeronautics Commission (the ‘‘Commission’’) is a size limitation of 800MB, with 600MB
Sector according to the EN4179 or NAS410 adopting revisions to the Electronic Data for the Form ABS–EE submission and
standard or equivalent. If there is a crack in
Gathering, Analysis, and Retrieval 200MB for the Form 10–D submission.
the spindle, replace it with an airworthy
spindle before further flight. System (‘‘EDGAR’’) Filer Manual and Corresponding changes will be made to
(ii) Thereafter at intervals not to exceed related rules to reflect updates to the Chapter 5 (Constructing Attached
500 hours TIS, repeat the MPI specified in EDGAR system. The EDGAR system is Documents and Document Types) and
paragraph (f)(2)(i) of this AD. scheduled to be upgraded on December Chapter 7 (Preparing and Transmitting
(g) Alternative Methods of Compliance
11, 2017. EDGARLink Online Submissions) of the
(AMOCs) DATES: Effective January 17, 2018. The EDGAR Filer Manual, Volume II.
incorporation by reference of the EDGAR Release 17.4 will update
(1) The Manager, Chicago ACO Branch,
EDGAR Filer Manual is approved by the EDGAR to allow, but not require,
FAA, may approve AMOCs for this AD. Send
your proposal to: Manzoor Javed, Senior Director of the Federal Register as of national securities exchanges to submit
Aerospace Engineer, Chicago ACO Branch, January 17, 2018. a new certification form type on EDGAR
Compliance and Airworthiness Division, to evidence the approval of securities
FOR FURTHER INFORMATION CONTACT: In
FAA, 2300 East Devon Ave., Des Plaines, IL for listing on an exchange. EDGAR
the Division of Investment Management,
60018; telephone (847) 294–8112; email Release 17.4 will introduce submission
manzoor.javed@faa.gov. for questions concerning Form N–
(2) For operations conducted under a 14 LIQUID and additional data submission 1 We originally adopted the Filer Manual on April
CFR part 119 operating certificate or under protocols for Form N–CEN, contact 1, 1993, with an effective date of April 26, 1993.
14 CFR part 91, subpart K, we suggest that Heather Fernandez at (202) 551–6708; Release No. 33–6986 (April 1, 1993) [58 FR 18638].
you notify your principal inspector, or and in the Division of Corporation We implemented the most recent update to the Filer
lacking a principal inspector, the manager of Finance, for questions concerning the Manual on September 13, 2017. See Release No. 33–
the local flight standards district office or 10413 (September 13, 2017) [82 FR 45434].
combined Form 10–D/ABS–EE 2 See Rule 301 of Regulation S–T (17 CFR
certificate holding district office, before
submission protocols or the new CERT 232.301).
operating any aircraft complying with this
AD through an AMOC. submission form type, contact Heather 3 See Release No. 33–10385 (July 6, 2017) [82 FR
Macintosh at (202) 551–8111. 35062] (implementing revisions to reflect EDGAR
ethrower on DSK3G9T082PROD with RULES
(h) Additional Information Release 17.2. For additional history of EDGAR Filer
SUPPLEMENTARY INFORMATION: We are Manual revisions, please see the citations therein).
Enstrom Service Directive Bulletin Nos. adopting an updated EDGAR Filer 4 The Commission previously adopted
0119 and T–050, both Revision 3 and both Manual, Volume II. The Filer Manual amendments requiring registrants to include a
dated June 24, 2016, which are not hyperlink to each exhibit listed in the exhibit index
incorporated by reference, contain additional describes the technical formatting
of certain filings, including filings on Form 10–D.
information about the subject of this AD. For requirements for the preparation and See Release Nos. 33–10322, 34–80132 (March 1,
service information identified in this AD, submission of electronic filings through 2017) [82 FR 14130 (March 17, 2017)].
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Document Created: 2018-10-26 09:55:28
Document Modified: 2018-10-26 09:55:28
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Rules and Regulations | |
| Action | Final rule. | |
| Dates | This AD is effective February 21, 2018. | |
| Contact | Manzoor Javed, Senior Aerospace Engineer, Chicago ACO Branch, Compliance and Airworthiness Division, FAA, 2300 East Devon Ave., Des Plaines, IL 60018; telephone (847) 294- 8112; email [email protected] | |
| FR Citation | 83 FR 2366 | |
| RIN Number | 2120-AA64 | |
| CFR Associated | Air Transportation; Aircraft; Aviation Safety; Incorporation by Reference and Safety |
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