9498 Federal Register / Vol. 76, No. 34 / Friday, February 18, 2011 / Rules and Regulations 

expenditures will be made. The FAA 

also uses a 7 percent discount rate to 

calculate the present values of the costs. 

The AD does not require any 

additional inspections after the 

replacement spar has been installed 

because the replacement spars are 

higher quality than the original 

equipment. 

Thus, the AD will impose two types 

of compliance costs. The first are the 

costs from the inspections. The second 

are the costs to the category 1 Air 

Tractor operators that will need to 

install a center web plate and splice 

blocks at 4,100 TIS hours. 

As seen in Table 2, the cost to comply 

with the AD requirements for 

inspections during the ten-year period 

would be $55,900, which, using a 7 

percent discount rate, has a present 

value of $39,260. 

TABLE 2—TOTAL AND PRESENT VALUE COMPLIANCE COSTS TO COMPLY WITH THE INSPECTIONS REQUIRED BY THE AD 

[2011–2020] 

Manufacture year 

Number of inspections by year 

Total 

2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 

2000 (Cat 1) ............. 6 0 0 0 0 0 0 0 0 0 6 

2000 (Cat 2) ............. 0 4 0 0 4 0 0 0 0 0 8 

2001 ......................... 0 0 10 0 0 10 0 0 0 0 20 

2002 ......................... 0 0 0 6 0 0 6 0 0 0 12 

2003 ......................... 0 0 0 0 13 0 0 13 0 0 26 

2004 ......................... 0 0 0 0 0 7 0 0 7 0 14 

Total .................. 6 4 10 6 17 17 6 13 7 0 86 

Total Cost .......... $3,900 $2,600 $6,500 $3,900 $11,050 $11,050 $3,900 $8,450 $4,550 $0 $55,900 

Present Value ... $3,645 $2,271 $5,306 $2,975 $7,878 $7,363 $2,429 $4,918 $2,475 $0 $39,260 

Each of the 6 category 1 Air Tractor 

airplane operators will need to spend 

$25,500 to install the center web plate 

and splice blocks in 2012, which has a 

present value of $22,273 using a 

7 percent discount rate. The total cost to 

install this equipment on these 6 

airplanes is $153,000, which has a 

present value of $133,638 using a 

7 percent discount rate. 

Thus, the total cost would be 

$208,900, which has a present value of 

$172,898 using a 7 percent discount 

rate. 

However, these costs are unequally 

distributed across the 34 operators. The 

six category 1 Air Tractor airplane 

operators will need to spend $26,150 an 

airplane while the category 2 Air 

Tractor airplane operators will need to 

spend between $650 and $1,300 an 

airplane. 

(5) A description of the steps the 

agency has taken to minimize the 

significant economic impact of the final 

rule on small entities. 

The FAA is responsible for the safety 

of U.S.-registered aircraft and U.S. 

operators. The FAA has not identified 

any significant alternatives to this final 

rule that accomplish the stated 

objectives of applicable statutes, and 

which minimize any significant 

economic impact of the final rule SFAR 

on small entities. 

(6) An identification, to the extent 

practicable, of all relevant Federal rules 

which may duplicate, overlap, or 

conflict with the final rule. 

The FAA knows of no other Federal 

rules which duplicate, overlap, or 

conflict with the final rule. 

Determination of Significant Impact 

As discussed in the compliance cost 

section, all of these operators are small 

businesses. Further, nearly all of them 

are privately held businesses that do not 

file reports that the FAA can access to 

determine annual revenues. However, 

the FAA can determine that the average 

value of an Air Tractor Model AT–800A 

serial number 0091–0101 is about 

$650,000. This rule requires the 6 

operators of these airplanes to spend 

about 4 percent ($25,500) of the value of 

the airplane on a repair. The FAA 

believes that this magnitude of an 

expenditure could place these six 

operators in some financial difficulty. 

Therefore, this final rule will have a 

significant economic impact on a 

substantial number of small entities. 

Issued in Kansas City, Missouri, on 

February 11, 2011. 

John R. Colomy, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–3653 Filed 2–17–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0379; Directorate 

Identifier 2009–NM–210–AD; Amendment 

39–16609; AD 2011–04–10] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–300, –400, and 

–500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is superseding an 

existing airworthiness directive (AD), 

which applies to all Model 737–300, 

–400, and –500 series airplanes. That 

AD currently requires inspecting to 

determine if certain carriage spindles 

are installed, repetitive inspections for 

corrosion and indications of corrosion 

on affected carriage spindles, and if 

necessary, related investigative and 

corrective actions. That AD also 

provides an optional terminating action. 

This new AD mandates the optional 

terminating action, which eliminates the 

need for the repetitive inspections. This 

AD results from reports of corrosion 

found on carriage spindles that are 

located on the outboard trailing edge 

flaps. We are issuing this AD to detect 

and correct corrosion of the carriage 

spindle, which could result in fracture. 

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Federal Register / Vol. 76, No. 34 / Friday, February 18, 2011 / Rules and Regulations 9499 

Fracture of both the inboard and 

outboard carriage spindles, in the 

forward ends through the large 

diameters, on a flap, could adversely 

affect the airplane’s continued safe 

flight and landing. 

DATES: This AD becomes effective 

March 25, 2011. 

On November 24, 2009 (74 FR 57564, 

November 9, 2009), the Director of the 

Federal Register approved the 

incorporation by reference of a certain 

publication listed in the AD. 

On August 5, 2008 (73 FR 42259, July 

21, 2008), the Director of the Federal 

Register approved the incorporation by 

reference of a certain other publication 

listed in the AD. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1, fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; 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 regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (telephone 800–647–5527) 

is the 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: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that 

supersedes AD 2009–23–10, 

Amendment 39–16084 (74 FR 57564, 

November 9, 2009). The existing AD 

applies to all Model 737–300, –400, and 

–500 series airplanes. That NPRM was 

published in the Federal Register on 

April 8, 2010 (75 FR 17882). That NPRM 

proposed to continue to require 

inspecting to determine if certain 

carriage spindles are installed, repetitive 

inspections for corrosion and 

indications of corrosion on affected 

carriage spindles, and if necessary, 

related investigative and corrective 

actions. The existing AD also provides 

an optional terminating action. That 

NPRM also proposed to mandate the 

optional terminating action, which 

would eliminate the need for the 

repetitive inspections. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been received on the NPRM. 

Request To Revise Paragraph (k) of the 

NPRM 

Boeing, Continental Airlines (CAL), 

and British Airways Plc requested that 

paragraph (k) of the NPRM be revised to 

identify additional replacement parts for 

the affected high velocity oxy-fuel 

(HVOF)-coated spindles. (Paragraph (k) 

of the NPRM proposed to require 

replacement of HVOF-coated carriage 

spindles having serial numbers 

identified in Table 2 or 3 of Appendix 

A of Boeing Service Bulletin 737– 

57A1304, Revision 1, dated August 11, 

2009, with either a non-HVOF-coated 

carriage spindle, or with a serviceable 

HVOF-coated carriage spindle with an 

‘R’ suffix on the serial number. Tables 

2 and 3 of that service bulletin identify 

both part numbers and serial numbers of 

the affected carriage spindles.) 

Boeing requested that we revise 

paragraph (k) of the NPRM to specify 

that ‘‘new’’ HVOF-coated carriage 

spindles with serial numbers not listed 

in Table 2 or 3 of Appendix A of the 

referenced Boeing service bulletin are 

also acceptable replacements. 

British Airways Plc requested that we 

revise paragraph (k) of the NPRM to add 

‘‘serviceable’’ carriage spindles not listed 

in Table 2 or 3 of Appendix A of the 

referenced Boeing service bulletin as 

acceptable replacements. 

CAL noted that there is no mention in 

paragraph (k) of the NPRM of 

‘‘serviceable,’’ non-suspect HVOF-coated 

carriage spindles that do not have an ‘R’ 

suffix. CAL indicated that those 

particular carriage spindles are not 

listed in Tables 2 and 3 of Appendix A 

and, therefore, are not affected by the 

NPRM. In light of this, CAL requested 

that paragraph (k) of the NPRM be 

revised to specify that the repetitive 

inspections can be terminated by 

replacing affected HVOF-coated carriage 

spindles with serviceable, non-suspect 

HVOF-coated carriage spindles that do 

not have an ‘R’ suffix. 

We agree with the commenters’ 

requests. We have revised paragraph (j) 

of the final rule (paragraph (k) of the 

NPRM) to include the following carriage 

spindles as acceptable replacements: 

(1) Non-HVOF-coated carriage spindles; 

(2) new or serviceable HVOF-coated 

carriage spindles having serial numbers 

that are NOT identified in Table 2 or 

Table 3 of Appendix A of Boeing 

Service Bulletin 737–57A1304, Revision 

1, dated August 11, 2009, without an ‘R’ 

suffix on the serial number; and (3) 

serviceable HVOF-coated carriage 

spindles with an ‘R’ suffix on the serial 

number. 

We also have removed paragraph (j), 

‘‘Parts Installation,’’ of the NPRM. That 

paragraph was restated from AD 2009– 

23–10. Since terminating action is now 

available, the paragraph is no longer 

necessary. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

that have been received, and determined 

that air safety and the public interest 

require adopting the AD with the 

changes described previously. We have 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Costs of Compliance 

There are about 482 airplanes of the 

affected design in the worldwide fleet. 

This AD affects about 150 airplanes of 

U.S. registry. 

The inspection that is required by AD 

2009–23–10 and retained in this AD 

takes about 2 work hours per airplane, 

at an average labor rate of $85 per work 

hour. Based on these figures, the 

estimated cost of the currently required 

inspection is $170 per airplane, per 

inspection cycle. 

The replacement of each affected 

carriage spindle that is required by this 

AD will take about 17 work hours per 

spindle (4 spindles per airplane), at an 

average labor rate of $85 per work hour. 

Required parts cost is provided under 

warranty. Based on these figures, the 

estimated cost of the replacement 

specified in this AD for U.S. operators 

is up to $867,000 or up to $5,780 per 

airplane, or $1,445 per carriage spindle. 

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. 

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9500 Federal Register / Vol. 76, No. 34 / Friday, February 18, 2011 / Rules and Regulations 

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); and 

(3) 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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–16084 (74 

FR 57564, November 9, 2009) and by 

adding the following new airworthiness 

directive (AD): 

2011–04–10 The Boeing Company: 

Amendment 39–16609. Docket No. 

FAA–2010–0379; Directorate Identifier 

2009–NM–210–AD. 

Effective Date 

(a) This AD becomes effective March 25, 

2011. 

Affected ADs 

(b) This AD supersedes AD 2009–23–10, 

Amendment 39–16084. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model 737–300, –400, and –500 

series airplanes, certificated in any category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from reports of 

corrosion found on carriage spindles that are 

located on the outboard trailing edge flaps. 

The Federal Aviation Administration is 

issuing this AD to detect and correct 

corrosion of the carriage spindle, which 

could result in fracture. Fracture of both the 

inboard and outboard carriage spindles, in 

the forward ends through the large diameters, 

on a flap, could adversely affect the 

airplane’s continued safe flight and landing. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Restatement of Requirements of AD 2008– 

15–05, Amendment 39–15617 

Inspection To Determine Affected Carriage 

Spindle 

(g) For all airplanes: Within 30 days after 

August 5, 2008 (the effective date of AD 

2008–15–05), inspect the carriage subassembly to determine whether an affected 

carriage spindle with a high velocity oxy-fuel 

(HVOF) thermal coating is installed, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–57A1304, dated June 2, 2008. A review 

of airplane maintenance records is acceptable 

in lieu of this inspection if the part number 

and/or serial number of the carriage can be 

conclusively determined from that review. If 

no affected carriage spindle is installed, no 

further action is required by this paragraph. 

Repetitive Inspections, Related Investigative 

Actions, and Corrective Action 

(h) For airplanes on which any affected 

carriage spindle was determined to be 

installed in accordance with Boeing Alert 

Service Bulletin 737–57A1304, dated June 2, 

2008, as of August 5, 2008; and the spindle 

is identified in Table 2 of Boeing Service 

Bulletin 737–57A1304, Revision 1, dated 

August 11, 2009: At the later of the times 

specified in paragraphs (h)(1) and (h)(2) of 

this AD, do a detailed inspection (or, as an 

option for the forward end of the spindle 

only, a borescope inspection technique may 

be used) of the spindle for corrosion and 

potential indications of corrosion of the 

carriage spindle, and do all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–57A1304, dated June 2, 2008; or Boeing 

Service Bulletin 737–57A1304, Revision 1, 

dated August 11, 2009. Do all applicable 

related investigative and corrective actions 

before further flight. Repeat the detailed 

inspection (or, as an option for the forward 

end of the spindle only, the borescope 

inspection) and certain related investigative 

actions (i.e., the gap-check or optional nondestructive test (NDT) ultrasonic inspection) 

at the applicable compliance times specified 

in paragraph 1.E. of Boeing Alert Service 

Bulletin 737–57A1304, dated June 2, 2008; or 

Boeing Service Bulletin 737–57A1304, 

Revision 1, dated August 11, 2009. 

(1) Within 30 days after August 5, 2008. 

(2) Within 90 days after the installation of 

a new HVOF-coated spindle. 

Note 1: Boeing Alert Service Bulletin 737– 

57A1304, dated June 2, 2008; and Boeing 

Service Bulletin 737–57A1304, Revision 1, 

dated August 11, 2009; reference Boeing 

Alert Service Bulletin 737–57A1277, 

Revision 1, dated November 25, 2003; for 

further guidance on accomplishing the 

related investigative actions. 

Restatement of Requirements of AD 2009– 

23–10, Amendment 39–16084 

Repetitive Inspections, Related Investigative 

Actions, and Corrective Action for Certain 

Airplanes 

(i) For airplanes on which a carriage 

spindle having a serial number identified in 

Table 3 of Appendix A of Boeing Service 

Bulletin 737–57A1304, Revision 1, dated 

August 11, 2009, is installed: At the latest of 

the times specified in paragraphs (i)(1), (i)(2), 

and (i)(3) of this AD, as applicable, do a 

detailed inspection (or, as an option for the 

forward end of the spindle only, a borescope 

inspection technique may be used) of the 

spindle for corrosion and potential 

indications of corrosion of the carriage 

spindle, and do all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 737– 

57A1304, Revision 1, dated August 11, 2009. 

Do all applicable related investigative and 

corrective actions before further flight. 

Repeat the detailed inspection (or, as an 

option for the forward end of the spindle 

only, the borescope inspection) and related 

investigative actions (i.e., the gap-check or 

optional NDT ultrasonic inspection) at the 

applicable compliance times specified in 

paragraph 1.E. of Boeing Service Bulletin 

737–57A1304, Revision 1, dated August 11, 

2009. 

(1) Within 30 days after November 24, 2009 

(the effective date of AD 2009–23–10). 

(2) Within 90 days after the installation of 

a new HVOF-coated spindle identified in 

Table 3 of Appendix A of Boeing Service 

Bulletin 737–57A1304, Revision 1, dated 

August 11, 2009. 

(3) Within 90 days after doing an 

inspection in accordance with Boeing Alert 

Service Bulletin 737–57A1304, dated June 2, 

2008. 

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Federal Register / Vol. 76, No. 34 / Friday, February 18, 2011 / Rules and Regulations 9501 

New Requirements of This AD 

Terminating Action 

(j) Within 48 months after the effective date 

of this AD: Replace any HVOF-coated 

carriage spindle having a serial number 

identified in Table 2 or Table 3 of Appendix 

A of Boeing Service Bulletin 737–57A1304, 

Revision 1, dated August 11, 2009, with a 

non-HVOF-coated carriage spindle; or a 

serviceable HVOF-coated carriage spindle 

with an ‘R’ suffix on the serial number; or a 

new or serviceable HVOF-coated carriage 

spindle having a serial number not identified 

in Table 2 or Table 3 of Appendix A of 

Boeing Service Bulletin 737–57A1304, 

Revision 1, dated August 11, 2009, without 

an ‘R’ suffix on the serial number; in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–57A1304, dated June 2, 2008; or Boeing 

Service Bulletin 737–57A1304, Revision 1, 

dated August 11, 2009. Replacing all affected 

carriage spindles terminates the repetitive 

inspections required by this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. Send information to ATTN: 

Nancy Marsh, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle ACO, 1601 

Lind Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6440; fax 

(425) 917–6590. Or, e-mail information to 9- 

ANM-Seattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by the 

Boeing Commercial Airplanes Organization 

Delegation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and the 

approval must specifically refer to this AD. 

Material Incorporated by Reference 

(l) You must use Boeing Alert Service 

Bulletin 737–57A1304, dated June 2, 2008; 

and Boeing Service Bulletin 737–57A1304, 

Revision 1, dated August 11, 2009; as 

applicable; to do the actions required by this 

AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

previously approved the incorporation by 

reference of Boeing Service Bulletin 737– 

57A1304, Revision 1, dated August 11, 2009, 

on November 24, 2009 (74 FR 57564, 

November 9, 2009). 

(2) The Director of the Federal Register 

previously approved the incorporation by 

reference of Boeing Alert Service Bulletin 

737–57A1304, dated June 2, 2008, on August 

5, 2008 (73 FR 42259, July 21, 2008). 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1, fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(5) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/

ibr_locations.html. 

Issued in Renton, Washington on February 

10, 2011. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–3651 Filed 2–17–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 73 

[Docket No. FAA–2010–0077 Airspace 

Docket No. 10–AWA–4] 

RIN 2120–AA66 

Amendment of Prohibited Area P–56; 

District of Columbia 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; technical 

amendment. 

SUMMARY: This action amends Special 

Use Airspace Prohibited Area P–56 in 

the District of Columbia to correct 

inaccuracies in the description of Area 

A (P–56A). This amendment does not 

change the actual geographic position of 

the prohibited area. The boundary 

description of Area B (P–56B) is not 

affected by this action. 

DATES: Effective date 0901 UTC, May 5, 

2011. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace, Regulations and ATC 

Procedures Group, Office of Airspace 

Services, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Background 

The present day prohibited area P–56 

evolved from several Presidential 

Executive Orders (E.O.) dating back to 

the late 1930s. The E.O. established an 

airspace reservation over a portion of 

the District of Columbia for national 

defense, public safety and other 

governmental purposes. 

In October 1966, the airspace 

reservation then in place (E.O. No. 

10126, May 9, 1950) was amended and 

codified into Title 14, Code of Federal 

Regulations, part 73, and designated as 

prohibited area P–56 (31 FR 13422). 

Currently, P–56 consists of two 

subareas: A and B. In general, Area A 

(P–56A) includes the airspace between 

a point west of the Lincoln Memorial 

and an area east of the U.S. Capitol 

Building, and between K Street (on the 

north side) and a combination of 

Independence Avenue, 6th Street SW., 

and the Southwest Freeway (on the 

south side). Area B (P–56B) consists of 

that airspace within a one-half mile 

radius from the center of the U.S. Naval 

Observatory, located in northwest 

Washington, DC. 

During a recent review of the P–56 

legal description, the FAA found that 

the wording in one part of the 

description does not match the current 

District of Columbia street alignment. 

The area in question is at the western 

end of P–56A. The current legal 

description begins at the southwest 

corner of the Lincoln Memorial, then 

proceeds northwest to a point at latitude 

38°53′45′′ N., longitude. 77°03′2′′ W. The 

existing legal description of P–56A 

states that this point marks the 

intersection of New Hampshire Avenue 

and the Rock Creek and Potomac 

Parkway NW. However, New Hampshire 

Avenue no longer intersects the Rock 

Creek and Potomac Parkway. Due to the 

construction of the John F. Kennedy 

Center for the Performing Arts, New 

Hampshire Avenue NW was terminated 

at F Street, NW. in the 1967 time frame. 

However, the ‘‘New Hampshire Avenue/ 

Rock Creek Parkway intersection’’ 

wording has remained in the P–56A 

description to this day. In spite of this 

error, the FAA’s Aeronautical Products 

office has the correct location and 

charting for P–56. This is because the 

current boundary line that runs from the 

stated latitude/longitude point on the 

Rock Creek and Potomac Parkway still 

extends toward the point where New 

Hampshire Avenue NW. terminates at F 

Street, NW. and then proceeds along 

New Hampshire Avenue to Washington 

Circle as stated in the current P–56A 

description. 

The FAA is rewording the description 

of P–56A to replace the reference to the 

street segment that no longer exists, as 

described below. This is an 

administrative change and does not 

affect the boundaries, designated 

altitudes, or operating requirements of 

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