AIRWORTHINESS DIRECTIVE
For the reasons set out in the background section, the CASA delegate whose signature appears below issues the following Airworthiness Directive (AD) under subregulation 39.1 (1) of CAR 1998. The AD requires that the action set out in the requirement section (being action that the delegate considers necessary to correct the unsafe condition) be taken in relation to the aircraft or aeronautical product mentioned in the applicability section: (a) in the circumstances mentioned in the requirement section; and (b) in accordance with the instructions set out in the requirement section; and (c) at the time mentioned in the compliance section.
Bell Helicopter Textron 205 Series Helicopters
AD/BELL 205/72 Main Rotor Grip 3/2003 DM
Applicability: Model Main Rotor Grip Part Number
205B 204-011-121-005, -009, -113, -117, or -121.
205A and 205A-1 204-011-121-005, or -113 if the grip was ever installed on a Model 205B helicopter.
205A and 205A-1 204-011-121-117.
205A-1 204-011-121-009 or -121 modified in accordance with Supplemental Type Certificate SH5132NM.
Requirement: Action in accordance with the technical requirements of FAA AD 2003-01-04 Amdt 39-13015.
Note 1: Bell Helicopter Textron Non-Destructive Inspection Procedures, Log No. 00- 340 Revision E, dated 9 April 2002, refers.
Note 2: FAA AD 2003-01-04 can be found on the FAA Website www.airweb.faa.gov/rgl.
Compliance: As specified in the Requirement document, with compliance times to count from the effective date of this Directive.
This Airworthiness Directive becomes effective on 29 January 2003.
Bell Helicopter Textron 205 Series Helicopters
AD/BELL 205/72 (continued)
Background: The FAA received reports of three in- flight main rotor grip failures and two recent incidents of cracked grips discovered during a 1,200- hour inspection and on a scheduled 2,400-hour overhaul, which brings the total to thirteen grips that have cracked in the lower tang. Cracking for all of the grips has been attributed to mechanical damage from improper blade bolt bushing installation, improper rework of the buffer pad tang surface, or subsurface fatigue damage.
David Alan Villiers
Delegate of the Civil Aviation Safety Authority 24 January 2003
The above AD is notified in the Commonwealth of Australia Gazette on 29 January 2003.