Airworthiness Directives; Robinson Helicopter Company Model R22 Helicopters

Proposed Rules

Federal Register

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Proposed Rules

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-SW-29-AD]

Airworthiness Directives; Robinson Helicopter Company Model R22

Helicopters

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes the supersedure of an existing

airworthiness directive (AD), applicable to Robinson Helicopter Company

(Robinson) Model R22 helicopters, that currently requires revisions to

the Limitations section, the Normal Procedures section, and the

Emergency Procedures section of the R22 Rotorcraft Flight Manual,

revised February 4, 1993. 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, and would require a

revision to the Limitations section to prohibit pilots without a

certain level of experience and training from operating in the flight

conditions specified by the AD. This proposal is prompted by

indications that 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 specified by

the proposed 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.

ots 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 specified by

the proposed 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.

DATES: Comments must be received by October 27, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation

Administration (FAA), Office of the Assistant Chief Counsel, Attention:

Rules Docket No. 95-SW-29-AD, 2601 Meacham Blvd., Room 663, Fort Worth,

Texas 76137. Comments may be inspected at this location between 9:00

a.m. and 3:00 p.m., Monday through Friday, except Federal holidays.

The Special Federal Aviation Regulation (SFAR) referenced in the

proposed rule may be obtained from the FAA, Rotorcraft Standards Staff,

2601 Meacham Blvd., Fort Worth, Texas, 76137. This information may be

examined at the FAA, Office of the Assistant Chief Counsel, 2601

Meacham Blvd., Room 663, Fort Worth, Texas.

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:

Comments Invited

Interested persons are invited to participate in the making of the

proposed rule by submitting such written data, views, or arguments as

they may desire. Communications should identify the Rules Docket number

and be submitted in triplicate to the address specified above. All

communications received on or before the closing date for comments,

specified above, will be considered before taking action on the

proposed rule. The proposals contained in this notice may be changed in

light of the comments received

ews, or arguments as

they may desire. Communications should identify the Rules Docket number

and be submitted in triplicate to the address specified above. All

communications received on or before the closing date for comments,

specified above, will be considered before taking action on the

proposed rule. The proposals contained in this notice may be changed in

light of the comments received.

Comments are specifically invited on the overall regulatory,

economic, environmental, and energy aspects of the proposed rule. All

comments submitted will be available, both before and after the closing

date for comments, in the Rules Docket for examination by interested

persons. A report summarizing each FAA-public contact concerned with

the substance of this proposal will be filed in the Rules Docket.

Commenters wishing the FAA to acknowledge receipt of their comments

submitted in response to this notice must submit a self-addressed,

stamped postcard on which the following statement is made: ``Comments

to Docket No. 95-SW-29-AD.'' The postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this NPRM by submitting a request

to the FAA, Office of the Assistant Chief Counsel, ATTENTION: Docket

No. 95-SW-29-AD, 2601 Meacham Blvd., Room 663, Fort Worth, Texas 76137.

Discussion

On February 23, 1995, the FAA issued AD 95-04-14, Amendment 39-9166

(60 FR 11613, March 2, 1995), which superseded Priority Letter AD 95-

02-03, issued January 12, 1995, to require revisions to the Limitations

section, the Normal Procedures section, and the Emergency Procedures

section of the R22 Rotorcraft Flight Manual, revised February 4, 1993.

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

Procedures section, and the Emergency Procedures

section of the R22 Rotorcraft Flight Manual, revised February 4, 1993.

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. That action was prompted by 26 accidents since 1981 that

resulted in fatalities and involved the M/R blades contacting the

helicopter's fuselage. M/R stall and mast bumping may have caused these

M/R blade contacts with the Fuselage. Limited pilot experience in

rotorcraft has been identified as common to these accidents. High winds

and turbulence was also noted in these accidents. Airspeed and low

rotor RPM could also be influencing factors in these accidents of M/R

blades contacting the fuselage. Flight in strong or gusty winds or in

areas of moderate, severe, or extreme turbulence can degrade the

helicopter handling qualities, thereby creating an unsafe condition for

those pilots with a level of experience of less than 200 hours of

helicopter time, of which 50 hours or less is in the Model R22

helicopter. The requirements of the existing 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.

Since the issuance of that AD, the FAA has continued to analyze the

s than 200 hours of

helicopter time, of which 50 hours or less is in the Model R22

helicopter. The requirements of the existing 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.

Since the issuance of that AD, the FAA has continued to analyze the

accident data and develop new information. The FAA conducted a Flight

Standardization Board (FSB); issued a SFAR; and, in conjunction with

the manufacturer, developed an awareness training program. The FSB

issued a report that specified FAA minimum training, evaluation, and

currency requirements applicable to persons operating the Robinson

Model R22 helicopters under Federal Aviation Regulation (FAR) Part 91.

The FSB determined a need for training designed to enhance the pilot's

awareness of the unique characteristics associated with operating the

Model R22 helicopter. SFAR 73, issued February 27, 1995, identifies

pilots that have 200 flight hours in helicopters, including at least 50

hours in the Model R22 helicopter, as having the experience necessary

to recognize, as well as react to, situations that can cause M/R blade

contact with the helicopter's fuselage. The SFAR also establishes

criteria for flight instructors and requires that all individuals

operating the R22 have awareness training and meet Part 61 flight

review requirements. The awareness training described in the SFAR

provides information on flight in turbulent conditions and the effects

of reduced ``G'' operations. All individuals operating the Model R22

helicopter were required to have had this training prior to April 26,

1995. The accident data analyzed by the FAA indicates that, where

turbulent conditions were listed as a causal factor, the pilots thought

to be at the controls did not meet the SFAR experience requirement of

200 flight hours in helicopters, with at least 50 hours in the Model

R22 helicopter

ividuals operating the Model R22

helicopter were required to have had this training prior to April 26,

1995. The accident data analyzed by the FAA indicates that, where

turbulent conditions were listed as a causal factor, the pilots thought

to be at the controls did not meet the SFAR experience requirement of

200 flight hours in helicopters, with at least 50 hours in the Model

R22 helicopter. These data, when combined with the SFAR pilot

experience and awareness training requirements, indicate that relief

for pilots who meet these requirements is appropriate. Additionally,

the references to wind shear in the existing AD have been deleted

because the equipment necessary to recognize wind shear is not

available and the limitation for turbulence applies to wind shear

situations.

Since an unsafe condition has been identified that is likely to

exist or develop on other Robinson Model R22 helicopters of the same

type design, the proposed AD would supersede AD 95-04-14 to require

revisions to the Normal Procedures, Emergency procedures, and

limitations section of the R22 Rotorcraft Flight Manual. The revision

to the Limitations section states that the limitations of paragraph a.

are to be observed when the pilot manipulating the controls have not

taken the prescribed awareness training specified in SFAR 73 and has

not logged a total of 200 hours of helicopter flight time, at least 50

of which must be in the Model R22 helicopter. The paragraph b.

revisions to the Limitations section are to be observed by all pilots.

The FAA Estimates that 800 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 $24,000

re to be observed by all pilots.

The FAA Estimates that 800 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 $24,000.

The regulations proposed herein would 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

proposal would not have sufficient federalism implications to warrant

the preparation of a Federalism Assessment.

For the reasons discussed above, I certify that this proposed

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) if promulgated, 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 copy of the draft

regulatory evaluation prepared for this action is contained in the

Rules Docket. A copy of it may be obtained by contracting the Rules

Docket. A copy of it may be obtained by contacting 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.

The Proposed Amendment

Accordingly, pursuant to the authority delegated to me by the

Administrator, the Federal Aviation Administration proposes to amend

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:

Sec. 39.13 [Amended]

tion, Aircraft, Aviation safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the authority delegated to me by the

Administrator, the Federal Aviation Administration proposes to amend

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:

Sec. 39.13 [Amended]

2. Section 39.13 is amended by removing Amendment 39-9166, and by

adding a new airworthiness directive (AD), to read as follows:

Robinson Helicopter Company: Docket No. 95-SW-29-AD. Supersedes AD

95-04-14, Amendment 39-9166.

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.

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 circumstances(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 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.

igh

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 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.

ually 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.

Issued in Fort Worth, Texas, on September 29, 1995.

Daniel P. Salvano,

Manager, Rotorcraft Directorate, Aircraft Certification Service.

[FR Doc. 95-25225 Filed 10-11-95; 8:45 am]

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