DOCUMENT: BLR-412FF-950

Instructions for Continued Airworthiness of the

BLR Aerospace Patented Dual Tail boom Strakes and FastFin® System
for Installation on BHTI Model 412 Series and Agusta S.p.A AB412 Series
Helicopters

STC # SR09535RC-D

NOTICE OF PROPRIETARY RIGHTS:

BLR-412FF-950 i
Rev D 04/12/2017
REVISIONS

REV DESCRIPTION DATE BY

INITIAL RELEASE; BASED ON FAA-APPROVED
IR 12/31/09 S. MELLEN
BLR-212FF-950.

A REVISED FOR FT WORTH ACO COMMENTS 05/19/2010 S. MELLEN

REVISED TO INCORPORATE BELL

HELICOPTER ALERT SERVICE BULLETIN #412-
B 08/22/2012 S. MELLEN
12-151, SECTION 3, AIRWORTHINESS
LIMITATIONS.
REVISED TO ADD AGUSTA S.p.A AB412
C 04/21/2015 L.TURNER
SERIES HELICOPTERS
Revised section 3.1 CG, Weight and Balance to
D 04/12/2017 L.TURNER
include S & FF (metallic and carbon) options

BLR-412FF-950 ii
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LIST OF ACTIVE PAGES

ORIGINAL ADDED ADDED

PAGE REVISION PAGE REVISION PAGE REVISION
i C
ii D
iii D
iv B

1 C
2 IR
3 IR
4 B
5 D
6 IR
7 A
8 IR
9 IR
10 IR
11 IR
12 IR

A.1 IR

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TABLE OF CONTENTS

REVISIONS ii
LIST OF ACTIVE PAGES iii
TABLE OF CONTENTS iv
1 INTRODUCTION 1
1.2 CONTACT INFORMATION 1
2 GENERAL DESCRIPTION AND OVERVIEW 2
3 AIRWORTHINESS LIMITATIONS 4
3.1 CG 5
4 INSPECTION AND REPAIR 6
4.1 REQUIRED INSPECTION EVENTS 6
4.2 INSPECTION TECHNIQUES 7
4.3 DAMAGE TYPES 8
4.4 DAMAGE CLASSIFICATION 9
4.5 REPAIR 9
5 COMPONENT OVERHAUL 11
6 PLACARDS AND MARKINGS 11
APPENDIX A A.1

BLR-412FF-950 iv
Rev B 04/30/2012
1 INTRODUCTION

This document is the “Instructions for Continued Airworthiness” (ICA). It is designed to

help you safely maintain your Bell 412 and/or Agusta AB412 with the BLR Tail boom
Strakes and FastFin® System modification. We urge you to read it thoroughly, and to
refer to it during the annual inspection process, or in the event of damage. Keep this
ICA (and its accompanying installation manual) with your other Bell 412 or Agusta
AB412 maintenance manuals for reference purposes.

These Instructions for Continued Airworthiness are prepared in accordance with FAA
order 8110.54, dated July 1, 2005.

Revisions to this ICA will be coordinated with the FAA. BLR will contact owners via
email, phone or standard mail when a revision to this ICA is available.

We are continually interested in your satisfaction with our products. Please feel free to
contact BLR Aerospace, LLC at any time.

1.1 Definitions and Abbreviations

 FAA / Authority: Federal Aviation Administration or another airworthiness

authority.
 FAR: Federal Aviation Regulation
 ICA: Instructions for Continued Airworthiness
 JAR: Joint Airworthiness Regulations

1.2 CONTACT INFORMATION

For all matters concerning the installation, maintenance, inspection and repair of the
Dual Tail boom Strakes and FastFin® system, contact:

BLR Aerospace, LLC

3102 100th Street SW
Everett, WA 98204
Ph 425-353-6591
Fax 425-355-3046

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2 GENERAL DESCRIPTION AND OVERVIEW

The BLR Dual Tail Boom Strakes and FastFin® System is comprised of two graphite
fairings and aluminum tail boom strakes. The dual tail boom strakes consist of
simple aluminum angles, attached along the length of the tail boom (as shown in
Figure 2-1), from reference datum 250 to 440 (see Figure 2.4 for datum stations).

The BLR FastFin® replaces the original vertical fin aluminum trailing edge and aft tail
boom fairing (as shown in Figure 2-2) between datum stations 450 and 490 (see
Figure 2.4) and does not alter the position or function of any existing systems,
including lights. The fairings are constructed of aerospace industry standard
graphite materials.

The BLR Dual Tail Boom Strakes and FastFin® System is a static structural
modification; therefore, there are no additional moving parts to control, operate or
service.

Tail boom Strakes

Figure 2-1 BLR Dual Tail Boom Strakes System Installed on the Bell 212 Series Helicopter

Figure 2-2 BLR Fast Fin® System Installation Shown with Unmodified U.S. Army UH-1H
Vertical Tail Fin on the U.S. Army UH-1H Series Helicopter

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 Figure 2.3 Bell 412 Helicopter Datum Stations

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3 AIRWORTHINESS LIMITATIONS

The Airworthiness Limitations section is FAA approved and specifies

maintenance required under Secs. 43.16 and 91.403 of the Federal Aviation
Regulations unless an alternative program has been FAA approved.

The 412-010-408-101 Collective Lever Assembly requires a 50% reduction in remaining

fatigue life when the BLR FastFin® is installed. The Service Life recommended for any
basic part number applies to all successive dash numbers for that component unless
otherwise specified.

1. Verify the collective lever total accumulated time in service. The fatigue life
penalty is imposed as follows; remaining life divided by 2 equals the
penalty that has to be added to the current accumulated total time.

(For example, if the collective lever has accumulated 1000 hours since
new, the remaining life is 9000 hours; 9000 / 2 = 4500. The penalty to be
added to the current accumulated time is 4500 hours. The new total
accumulated time is; 1000 + 4500 = 5500 hours. The life remaining for this
part is 4500 hours. The 10000-hr retirement life is not changed.)

2. Penalty applied to a collective lever is permanent. Once the penalty is

applied to a collective lever, the penalty remains even if the part is
installed on a 412 not having the Strake and FastFin System.

3. Make an entry in the helicopter and the component Historical Records to

indicate compliance with this ASB and the new collective lever total
accumulated time.

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3.1 CG

BLR Dual Tail Boom Strakes (DTBS) and FastFin® System kit adds 3.8 lbs. to the empty
weight of the helicopter when installed. (Data is also supplied for revising the weight and
balance when retrofitting with a partial system. For example, tail boom strakes were
previously installed and CG revised; data is supplied for the addition of the FastFin®.)
Revise the rotorcraft list, weight and balance using the following data:

Equipment Weight lbs. Arm in. Moment in lbs.

BLR DTBS and

FastFin® System 3.8 lb 266 1011.4

BLR 412 S&FF Kit

With optional 205-D-1002
Metallic Spar Stiffener 7.1 353.7 2511.3

BLR 412 S&FF Kit

With optional 205-D-1003
Carbon Fiber Spar Stiffener 5.6 326.6 1829.0

FastFin®-Only Retrofit -1.7 lb 463 -787.1

Strakes-Only Retrofit 5.5 lb 327.0 1798.5

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4 INSPECTION AND REPAIR

4.1 REQUIRED INSPECTION EVENTS

4.1.1 Annual

Every 12 calendar months.

Inspect all exterior skins, upstanding legs, and fairing trailing edges for visible damage.
Inspect all attach points for cracks, loose attaching hardware and distortion. (Inspection
Techniques 4.2.1 - 4.2.3)

4.1.2 Progressive

A progressive inspection is required every 100 flight hours.

Inspect all exterior skins, upstanding legs, and fairing trailing edges for visible damage.
Inspect all attach points for cracks, loose attaching hardware and distortion. (Inspection
Techniques 4.2.1 - 4.2.3)

4.1.3 Abnormal Flight Loads

If the aircraft has been subjected to abnormal flight loading conditions (turbulent
weather, harsh maneuvers etc.), a post flight inspection should be conducted to
determine if any damage occurred. Abnormal flight damage usually results in skins
indentations or cracks, deformed upstanding legs, loose rivets, etc.

Inspect all exterior skins, upstanding legs, and fairing trailing edges for visible damage.
Inspect all attach points for cracks, loose attaching hardware and distortion. (Inspection
Technique 4.2.1, 4.2.2.)

4.1.4 Abnormal Ground or Ground Handling Loads

If the aircraft has been subjected to abnormal ground loading/handling conditions (hard
landing, abuse loads imposed during fueling or servicing, mooring/wind damage,
temperature extremes), an inspection should be conducted to determine if any damage
occurred to the aircraft. Ground handling load damage usually results in more local
damage such as; dents, paint chips, scratches, gouges, wrinkles, etc.

Inspect all exterior skins, upstanding legs, and fairing trailing edges for visible damage.
Inspect all attach points for cracks, loose attaching hardware and distortion. (Inspection
Technique 4.2.1, 4.2.2.)

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Rev A 05/19/2010
4.1.5 Discrete Source Damage

When the aircraft is subjected to specific and known and identifiable loading or event,
(such as bird strike, lightning strike, gravel impact, hangar or stationary object collision
and tool impact loads) it is referred to as “DSD” or Discrete Source Damage. An
inspection, as soon as practical, is required. DSD usually manifests itself in the form of
damage to the fairing skin, deformed upstanding legs, sheared fasteners, cracks, holes,
missing pieces, etc.

Inspect all exterior skins, upstanding legs, and fairing trailing edges for visible damage.
Inspect all attach points for cracks, loose attaching hardware and distortion. (Inspection
Technique 4.2.1, 4.2.2.)

4.2 INSPECTION TECHNIQUES

4.2.1 Visual Inspection

This method is employed as the primary means to identify indications of further damage.
A magnifying glass may be used to supplement the inspection. It should be noted that,
in general, composite structure does not “dent” in the same manner aluminum does,
given the same impact conditions. Composite structure is very resilient on the surface
and can mask greater internal damage. Chipped paint or scratched surfaces are
indications that should be investigated further by other means. (4.2.2, 4.2.3.)

Inspect Dual Tail Boom Strakes for damage, deformation and security of attachment.
Inspect sealant for voids and deterioration.

4.2.2 Tactile/Auditory Inspection – Fairing Only

This method is used as a means of detecting damage that can be missed with the visual
method due to lighting conditions, glare, paint color or patterns, etc. The hand and
fingers are remarkably sensitive to contour and texture changes which can be indicative
of additional damage. A combination of tactile and auditory inspections can be used by
applying hand pressure to the structure, and listening for unusual noises like “snapping”,
“crackling” or “popping”, which indicates internal damage.

4.2.3 Tap Testing – Fairing Only

Tap testing may be used to evaluate the condition of composite laminated and bonded
structures using the auditory sense. Surfaces to be inspected must be dry and have all
oil or grease removed. This inspection must be conducted in a relatively quiet area. The
method consists of lightly tapping the surface of the part with a tap hammer (described in
next paragraph), and comparing the acoustic response with the response of a “known”
damage free area. The tapping rate is adjusted to produce a nearly continuous sound

BLR-412FF-950 7
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response so that any difference in sound tone can be detected. A “flat” or “dead”
response indicates an area of internal damage in the form of, but not limited to,
delamination or dis-bond. The acoustic response of a good part can vary dramatically
with changes in geometry. The entire area of interest must be tapped. The method is
limited to finding relatively shallow defects in the graphite laminate and possibly the bond
line between the laminate and core.

A tap hammer is a light hammer designed to aid in determining a delamination.

Table 1 Special Tools and Equipment

TOOL NAME PART NO. MANUFACTURER

Tap Hammer HCS1104-01 Heatcon Composite Systems

Tap Hammer TS 1469 Beech Aircraft Corp. Wichita, KS

4.3 DAMAGE TYPES

The following definitions reflect the possible types and causes of damage to the BLR
Dual Tail Boom Strakes and FastFin® System Modification.

4.3.1 Impact Damage

Impact damage occurs when the Strakes or FastFin® strikes or is struck by some object
(4.1.5). This type of damage may happen to an aircraft at any time. All detected impact
damage must be inspected for structural damage. Inspect per inspection techniques
4.2.1 - 4.2.3, as required.

4.3.2 Lightning Damage

Lightning strike damage may vary in intensity, location, and type. Lightning damage can
require the replacement of the component, due to the typical extent of the damage.
(4.1.5) Inspect per inspection techniques 4.2.1 - 4.2.3, as required.

Cosmetic and structural damage to the strakes may be repaired per sections 4.5.4 and
4.5.5.

Damage to the composite fairing is structurally complicated and may not be assessed in
the field. Contact BLR for a replacement fairing.

4.3.3 Thermal Damage - Fairing

Thermal or burn damage occurs when the fairing composite materials are exposed to
extreme temperatures. The most critical is an elevated temperature, because composite

BLR-412FF-950 8
Rev A 05/16/2010
structure can be permanently damaged by excessive heat. Thermal damage is apparent
by discoloration or oxidation of the normal surface appearance (paint color and texture).

Thermal damage should be detected during progressive and annual inspections (4.1.2,
4.1.1). Inspect per inspection techniques 4.2.1 - 4.2.3, as required. Thermal damage
requires the replacement of the tail fairing, due to the typical extent of the damage.

4.4 DAMAGE CLASSIFICATION

Damage classification, as outlined in this structural repair manual, may range from
superficial surface damage to permanent distortion. Any damage identified on the
aluminum strake portion of the BLR Dual Tail Boom Strakes and FastFin® System
Modification should be addressed and repaired in accordance with sections 4.5.4 and
4.5.5 below. If part replacement is required, contact BLR Aerospace.

The composite tail fairing portion of the BLR Dual Tail Boom Strakes and FastFin®
System Modification was designed as a robust assembly capable of maintaining its
structural integrity, even in the event of some type and degree of damage. It has been
structurally tested with the intentional inclusion of damage, to prove the structural
capability thereafter. However, assessing damage requires structural analysis of the
part, which may not be done in the field. Any damage beyond that deemed ‘cosmetic’
(4.4.1) requires a replacement fairing from BLR.

4.4.1 Cosmetic Damage

Damage of this type is superficial and has no restrictions on flight operations. It can be
permitted to exist “as is” or to be cosmetically repaired by nonstructural means. (See
section 4.5.1 for fairing cosmetic damage definition and repair.)

4.4.2 Replacement Damage

Damage of this type requires structural analysis. Contact BLR for replacement of
damaged parts.

4.5 REPAIR

The repair classifications mirror the damage classifications. The extent and location of
the damage determines its classification. The evaluation of the classification is
conducted by the engineering department at BLR Aerospace. Digital imaging and
photographs are two means of providing the required data to BLR for evaluation.

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4.5.1 Cosmetic Repair - Fairing

Cosmetic repairs may be done in the field. Cosmetically repaired damage must be
limited to small surface damage in the form of scratches or nicks. They may be
cosmetically repaired using aerospace grade filler and paint touch-up.
Contact a BLR representative for evaluation and/or repair instruction assistance.

4.5.2 Structural Repair - Fairing

Due to the high level of analysis required to assess structural damage to the composite
fairing, repair (beyond cosmetic) is not allowed. Please contact BLR for a replacement
fairing.

4.5.3 Removal and Replacement – Fairing

If removal of the composite fairing is required:

1. Carefully remove sealant from perimeter of parts.

2. Remove and retain all screws and washers, including those at the overlap
between upper and lower fairings.
3. Remove upper fairing, then lower.

Before reinstallation, inspect fairings carefully for damage. If required, contact BLR for
replacement parts and/or current installation instructions.

1. Reinstall lower fairing, then upper, attaching with retained screws and washers
wet with MIL-S-8802 sealant. (Remember to attach the fairings 3 places where
they overlap.)

4.5.4 Cosmetic Repair – Tail Boom Strakes

Cosmetic repairs may be done in the field. Cosmetically repaired damage must be
limited to small surface damage in the form of scratches, nicks, etc. that may be repaired
by sanding and repainting. Small sealant voids at edge of strake may be corrected
using touch-up aerospace grade sealant per MIL-S-8802.

4.5.5 Structural Repair - Tail Boom Strakes

Structural repair of the dual tail boom strakes is not allowed. Contact BLR for
replacement parts.

4.5.6 Removal and Replacement – Tail Boom Strakes

If removal of the tail boom strakes is required:

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1. Carefully drill out rivet heads and punch out center stems.
2. Using solvent, separate the strakes from the tail boom, using caution to prevent
bending strakes or denting tail boom skin. Retain small nylon spacers and
aluminum washers for reinstallation. NOTE: If hardware is damaged or missing,
contact BLR for replacement parts.
3. Clean the sealant off the length of the tail boom.

Before reinstallation, inspect strakes carefully for damage. If required, contact BLR for
replacement parts and/or current installation instructions.

Reinstall strakes:

1. Align holes in strakes with attachment holes in tail boom and temporarily secure
with clecos. Ensure there is a .03” setback from the skin lap at the fuselage and
the forward end of the first strake. CAUTION: A .050-.070” gap between
strakes is MANDATORY to allow for tail boom flexing. Strakes may be
trimmed to allow for gap.
2. Place masking tape 1/8” from periphery of strakes to aid in sealant clean-up.
3. Remove strakes and prepare mounting surfaces for installation by scuffing and
cleaning with solvent.
4. Apply MIL-S-83430A high-temp sealant to tail boom and strake mounting
surfaces.
5. Prepare rivets with washers and spacers on the stems.
6. Attach strakes using CR3213-5 rivets and retained washers wet with MIL-S-
83430A high-temp sealant. (For lower attachment holes forward of boom station
101.38, fill underlying composite honeycomb cells thoroughly before installing
rivets.) Keep the spacer centered in the strake hole during attachment.
7. Remove masking tape and clean up sealant fillet as required.

5 COMPONENT OVERHAUL

No component overhaul required for this type of design.

6 PLACARDS AND MARKINGS

A ‘No Push’ decal is applied to the upper aft end of the lower fairing, as shown in Figure
6-1. If the placard is missing, please contact BLR for a replacement. (An aviation grade
placard of similar size and shape may be substituted, where required.)

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Figure 6-1 ‘No Push’ Placard applied to the Lower Tail Fairing of BLR FastFin® System

BLR-412FF-950 12
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 APPENDIX A

BLR Tail Boom Strake and FastFin® Inspection Form

Inspection is required every 12 calendar months, every 100 flight hours, after experiencing
abnormal flight loads or discrete source damage.

Record all findings and attach a copy to this inspection form.

After correction of all findings, make maintenance record entry.

Parts to be inspected: Strake, P/N (or position); FastFin, P/N (or position)
Inspection Type: Annual, Progressive, Event Driven (abnormal loading, damage, etc.)

Inspection Pass/
Date Part Inspector Findings
Type Fail
Damage to composite part (photos and
Upper Tail
Example Progressive JHD F summary attached). Contacted BLR for
Fin
replacement part.

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