Federal Register / Vol. 78, No. 6 / Wednesday, January 9, 2013 / Rules and Regulations 1739 

(ii) If the test was done before the effective 

date of this AD: Submit the report within 15 

days after the effective date of this AD. 

(2) For any airplane on which any test 

specified in paragraph (h) of this AD, or any 

check specified in paragraph (i)(1) of this AD, 

has been done: At the applicable time 

specified in paragraph (j)(2)(i) or (j)(2)(ii) of 

this AD, submit a report of the findings (both 

pass and fail) of the test specified in 

paragraph (h) of this AD; or the check 

specified in paragraph (i)(1) of this AD; as 

applicable; to the Manager, Los Angeles 

Aircraft Certification Office (ACO), FAA, 

3960 Paramount Boulevard, Lakewood, CA 

90712–4137. 

(i) If the test or check was done on or after 

the effective date of this AD: Submit the 

report within 15 days after the test or check. 

(ii) If the test or check was done before the 

effective date of this AD: Submit the report 

within 15 days after the effective date of this 

AD. 

(3) For Airbus Model A318, A319, A320, 

A321, A330–200 Freighter, A330–200, and 

A330–300 series airplanes: At the applicable 

time specified in paragraph (j)(3)(i) or 

(j)(3)(ii) of this AD, submit a report of the 

findings (both pass and fail) of the check 

required by paragraph (i)(1) of this AD to 

Honeywell by email 

AeroTechSupport@honeywell.com or fax 

602–365–1871. The report must include the 

information specified in the reporting sheet 

in Appendix B, ‘‘Air Data Module Check 

Procedure and Reporting Table,’’ of Airbus 

AOT A34N001–12, including Appendices A 

and B, dated November 15, 2012, for Airbus 

Model A318/A319/A320/A321 series 

airplanes; or Airbus AOT A34N001–12, 

including Appendices A and B, dated 

November 15, 2012, for Airbus Model A330 

series airplanes. 

(i) If the check was done on or after the 

effective date of this AD: Submit the report 

within 15 days after the check. 

(ii) If the check was done before the 

effective date of this AD: Submit the report 

within 15 days after the effective date of this 

AD. 

(k) Parts Installation Limitation 

As of the effective date of this AD, no 

person may install air data pressure 

transducers in air data computers, air data 

modules, air data attitude heading reference 

systems, and digital air data computers, 

having the part numbers and serial numbers 

identified in Honeywell Alert Service 

Bulletin ADM/ADC/ADAHRS–34–A01, dated 

November 6, 2012, on any aircraft. 

(l) Paperwork Reduction Act Burden 

Statement 

A federal agency may not conduct or 

sponsor, and a person is not required to 

respond to, nor shall a person be subject to 

a penalty for failure to comply with a 

collection of information subject to the 

requirements of the Paperwork Reduction 

Act unless that collection of information 

displays a current valid OMB Control 

Number. The OMB Control Number for this 

information collection is 2120–0056. Public 

reporting for this collection of information is 

estimated to be approximately 5 minutes per 

response, including the time for reviewing 

instructions, completing and reviewing the 

collection of information. All responses to 

this collection of information are mandatory. 

Comments concerning the accuracy of this 

burden and suggestions for reducing the 

burden should be directed to the FAA at: 800 

Independence Ave. SW., Washington, DC 

20591, Attn: Information Collection 

Clearance Officer, AES–200. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles ACO, FAA, 

has the authority to approve AMOCs for this 

AD, if requested using the procedures found 

in 14 CFR 39.19. In accordance with 14 CFR 

39.19, send your request to your principal 

inspector or local Flight Standards District 

Office, as appropriate. If sending information 

directly to the manager of the ACO, send it 

to the attention of the person identified in the 

Related Information section of this AD. 

(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. 

(n) Related Information 

For more information about this AD, 

contact Blake Higuchi, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130L, 

FAA, Los Angeles ACO, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5315; fax: 562–627–5210; 

email: blake.higuchi@faa.gov. 

(o) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Honeywell Alert Service Bulletin ADM/ 

ADC/ADAHRS–34–A01, dated November 6, 

2012. 

(ii) Airbus Alert Operators Transmission 

(AOT) A34N001–12, including Appendices A 

and B, dated November 15, 2012, for Airbus 

Model A318/A319/A320/A321 series 

airplanes. 

(iii) Airbus AOT A34N001–12, including 

Appendices A and B, dated November 15, 

2012, for Airbus Model A330 series 

airplanes. 

(3) For Honeywell service information 

identified in this AD, contact Honeywell 

Aerospace, Technical Publications and 

Distribution, M/S 2101–201, P.O. Box 52170, 

Phoenix, AZ 85072–2170; telephone 602– 

365–5535; fax 602–365–5577; Internet http:// 

www.honeywell.com. For Airbus service 

information identified in this AD for Model 

A330 series airplanes, contact Airbus SAS— 

Airworthiness Office—EAL, 1 Rond Point 

Maurice Bellonte, 31707 Blagnac Cedex, 

France; telephone +33 5 61 93 36 96; fax +33 

5 61 93 45 80; email airworthiness.A330– 

A340@airbus.com; Internet http:// 

www.airbus.com. For Airbus service 

information identified in this AD for Model 

A318, A319, A320, and A321 series 

airplanes, contact Airbus, Airworthiness 

Office—EAS, 1 Rond Point Maurice Bellonte, 

31707 Blagnac Cedex, France; telephone +33 

5 61 93 36 96; fax +33 5 61 93 44 51; email 

account.airworth-eas@airbus.com; Internet 

http://www.airbus.com. 

(4) You may view this service information 

at FAA, Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on 

December 21, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–31587 Filed 1–8–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2012–0632; Directorate 

Identifier 2011–SW–044–AD; Amendment 

39–17305; AD 2012–26–10] 

RIN 2120–AA64 

Airworthiness Directives; Eurocopter 

France Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Eurocopter France (Eurocopter) Model 

SA–365N, SA–365N1, AS–365N2, AS 

365 N3, EC 155B, EC155B1, SA–365C, 

SA–365C1, SA–365C2, and SA–366G1 

helicopters. This AD requires inspecting 

portions of the main gearbox (MGB) for 

the presence of sealing compound and 

corrosion. This AD was prompted by 

reports of corrosion on the main MGB 

casing lower area between the two 

servo-control anchoring fitting 

attachment ribs. An investigation 

determined that the corrosion was 

associated with sealing compound on 

the lower part of the fitting/casing 

attachment. The actions in this AD are 

intended to detect corrosion on the 

MGB casing, which could lead to a 

crack, failure of the MGB, and 

subsequent loss of control of the 

helicopter. 

DATES: This AD is effective February 13, 

2013. 


srobinson on DSK4SPTVN1PROD with 
1740 Federal Register / Vol. 78, No. 6 / Wednesday, January 9, 2013 / Rules and Regulations 

The Director of the Federal Register 

approved the incorporation by reference 

of certain documents listed in this AD 

as of February 13, 2013. 

ADDRESSES: For service information 

identified in this AD, contact American 

Eurocopter Corporation, 2701 Forum 

Drive, Grand Prairie, Texas 75053–4005, 

telephone (800) 232–0323, fax (972) 

641–3710, or at http:// 

www.eurocopter.com. You may review 

the referenced service information at the 

FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham 

Blvd., Room 663, Fort Worth, Texas 

76137. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, any 

incorporated-by-reference service 

information, the economic evaluation, 

any comments received, and other 

information. The street address for the 

Docket Operations Office (phone: 800– 

647–5527) is U.S. Department of 

Transportation, Docket Operations 

Office, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

FOR FURTHER INFORMATION CONTACT: Rao 

Edupuganti, Aviation Safety Engineer, 

Regulations and Policy Group, 

Rotorcraft Directorate, FAA, 2601 

Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–4389; email: 

rao.edupaganti@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On June 18, 2012, at 77 FR 36220, the 

Federal Register published our notice of 

proposed rulemaking (NPRM), which 

proposed to amend 14 CFR part 39 to 

include an AD that would apply to 

Eurocopter Model SA–365N, SA– 

365N1, AS–365N2, AS 365 N3, EC 

155B, EC155B1, SA–366G1, SA–365C, 

SA–365C1, and SA–365C2 helicopters, 

with an MGB installed. That NPRM 

proposed to require inspecting the lower 

parts of the MGB casing anchoring 

fittings for sealing compound, and if 

there is sealing compound on the lower 

parts of the anchoring fittings, removing 

the sealing compound and inspecting 

the anchoring fittings for corrosion. If 

there is corrosion, the NPRM proposed 

repairing the affected area. If there is no 

corrosion, the NPRM proposed applying 

touch up protective treatment and 

renewing any damaged sealing 

compound bead in the lower part of the 

anchoring fitting. 

The proposed requirements were 

intended to detect corrosion on the 

MGB casing, which could lead to a 

crack, failure of the MGB, and 

subsequent loss of control of the 

helicopter. 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Union, has issued AD No.: 2011–0127, 

dated July 1, 2011 (AD No. 2011–0127), 

which supersedes Directorate General 

for Civil Aviation (DGAC France) AD F– 

2008–04, dated June 4, 2008, for the 

Eurocopter Model EC 155 B, EC 155 B1, 

SA 365 N, SA 365 N1, AS 365 N2, AS 

365 N3, SA 366 G1, SA 365 C, SA 365 

C1, SA 365 C2, and SA 365 C3 

helicopters with a MGB, all part 

numbers, that was delivered before 

December 5, 2007, installed on 

helicopters delivered before December 

5, 2007, or overhauled or repaired 

before September 30, 2008. EASA states 

that in 2008, it received two reports of 

atmospheric corrosion on the MGB 

casing lower area of two helicopters 

between the two servo-control 

anchoring fitting attachment ribs. The 

investigation showed that the corrosion 

occurred in this area due to the presence 

of ‘‘PR sealing compound’’ on the lower 

part of the fitting/casing attachment. 

The ‘‘PR sealing compound’’ may have 

been applied incorrectly on some 

helicopters due to a misinterpretation of 

the Eurocopter documentation during 

installation. EASA states that this 

condition, if not corrected, could lead to 

‘‘crack initiation and crack growth in 

the affected area of the casing,’’ which 

could cause this area to fail and result 

in loss of control of the helicopter. 

Comments 

We gave the public the opportunity to 

participate in developing this AD, but 

we did not receive any comments on the 

NPRM (77 FR 36220, June 18, 2012). 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, its 

technical representative, has notified us 

of the unsafe condition described in the 

EASA AD. We are issuing this AD 

because we evaluated all information 

provided by EASA and determined the 

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, except we have removed the 

words ‘‘with a main gearbox installed’’ 

from the applicability paragraph 

because that language is unnecessary. 

This minor change is consistent with 

the intent of the proposals in the NPRM 

and will not increase the economic 

burden on any operator nor increase the 

scope of the AD. 

Differences Between This AD and the 

EASA AD 

The EASA AD requires inspecting the 

anchoring fittings for ‘‘PR sealing 

compound’’ within 15 flight hours, 

while this AD requires inspecting 

within 30 hours TIS. The EASA AD 

applies to the Model SA–365C3, and 

this AD does not include this model 

because it does not have an FAA-issued 

type certificate. This AD does not allow 

the compliance times provided in 

Appendix 1 of the EASA AD, since it is 

desirable to accomplish any required 

repairs before further flight. 

Related Service Information 

Eurocopter has issued one Emergency 

Alert Service Bulletin (EASB), Revision 

0, dated May 7, 2008, with five different 

numbers. EASB No. 63.00.17 is for the 

Model AS 365-series helicopters; EASB 

No. 63.00.12 is for the military Model 

AS 565-series helicopters, which are not 

FAA type certificated; EASB No. 

63A011 is for the Model EC 155-series 

helicopters; EASB No. 65.03 is for the 

Model SA 366-series helicopters; and 

EASB No. 65.47 is for the Model SA 

365-series helicopters and the non-FAA 

type certificated Model SA 360-series 

helicopters. The EASB specifies 

inspecting for ‘‘PR sealing compound’’ 

on the lower parts of the MGB 

anchoring fittings, removing any ‘‘PR 

sealing compound,’’ and repairing any 

corrosion. EASA classified this EASB as 

mandatory and issued AD No. 2011– 

0127 to ensure the continued 

airworthiness of these helicopters. 

Costs of Compliance 

We estimate that this AD will affect 

31 helicopters of U.S. Registry. We 

estimate that operators may incur the 

following costs in order to comply with 

this AD. Inspecting the anchor fittings 

for sealing compound and corrosion 

will require about 0.5 work hour at an 

average labor rate of $85 per hour, for 

a cost per helicopter of about $43 and 

a cost to the entire U.S. fleet of $1,318. 

Removing any sealing compound and 

repairing any corrosion damage will 

require about 8 work hours at an average 

labor rate of $85 per hour, for a cost per 

helicopter of $680. 


srobinson on DSK4SPTVN1PROD with 
Federal Register / Vol. 78, No. 6 / Wednesday, January 9, 2013 / Rules and Regulations 1741 

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 

helicopters identified in this rulemaking 

action. 

Regulatory Findings 

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 it justifies 

making a regulatory distinction; 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. 

We prepared an economic evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

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 FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2012–26–10 Eurocopter France Helicopters: 

Amendment 39–17305; Docket No. 

FAA–2012–0632; Directorate Identifier 

2011–SW–044–AD. 

(a) Applicability 

This AD applies to Eurocopter France 

(Eurocopter) Model SA–365N, SA–365N1, 

AS–365N2, AS 365 N3, EC 155B, EC155B1, 

SA–366G1, SA–365C, SA–365C1, and SA– 

365C2 helicopters, certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

corrosion on the main gearbox (MGB) casing 

lower area between the servo-control 

anchoring ribs, caused by sealing compound 

on the lower part of the fitting/casing 

attachment. This condition could result in a 

crack, failure of the MGB, and subsequent 

loss of control of the helicopter. 

(c) Effective Date 

This AD becomes effective February 13, 

2013. 

(d) 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. 

(e) Required Actions 

(1) Within 30 hours time-in-service, 

inspect the lower parts of the MGB servocontrol anchoring fittings (anchor fittings) for 

sealing compound, referring to Figure 1 of 

Eurocopter Emergency Alert Service Bulletin 

No. 63.00.17 (for Models SA–365N, SA– 

365N1, AS–365N2 and AS 365 N3); No. 

63A011 (for Models EC 155B and EC155B1); 

No. 65.03 (for Model SA–366G1); and No. 

65.47 (for Models SA–365C, SA–365C1, and 

SA–365C2), Revision 0, dated May 7, 2008 

(EASB). 

Note 1 to paragraph (e)(1): The Eurocopter 

EASB is one document with multiple EASB 

numbers, each applicable to different base 

model Eurocopter helicopters. 

(2) If there is sealing compound on the 

lower part of an MGB anchor fitting, remove 

the sealing compound and inspect for 

corrosion in the lower area of the MGB 

casing. 

(i) If there is corrosion, before further 

flight, repair the corrosion area. 

(ii) If there is no corrosion, apply touch up 

protective treatment, if required, and renew 

the bead of any damaged sealing compound 

in the upper part of the anchor fitting. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: Rao Edupuganti, 

Aviation Safety Engineer, Regulations and 

Policy Group, Rotorcraft Directorate, FAA, 

2601 Meacham Blvd., Fort Worth, Texas 

76137; telephone (817) 222–4389; email: 

rao.edupaganti@faa.gov. 

(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. 

(g) Additional Information 

(1) Eurocopter Repair Sheet 365–63–36–08, 

dated April 4, 2008, and Standard Practices 

Manual (MTC) Work Cards 20.04.04, 

20.04.05, and 20.05.01, which are not 

incorporated by reference, contain additional 

information regarding the subject of this AD 

and in particular regarding the procedures for 

corrosion repair, protective treatment touchup, and renewing the damaged sealing bead. 

For service information identified in this AD, 

contact American Eurocopter Corporation, 

2701 Forum Drive, Grand Prairie, Texas 

75053–4005, telephone (800) 232–0323, fax 

(972) 641–3710, or at http:// 

www.eurocopter.com. You may review a 

copy of the service information at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 2601 Meacham Blvd., Room 663, Fort 

Worth, Texas 76137. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency AD No. 

2011–0127, dated July 1, 2011. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6320: Main Rotor Gearbox. 

(i) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Eurocopter Emergency Alert Service 

Bulletin No. 63.00.17, Revision 0, dated May 

7, 2008. 

(ii) Eurocopter Emergency Alert Service 

Bulletin No. 63A011, Revision 0, dated May 

7, 2008. 

(iii) Eurocopter Emergency Alert Service 

Bulletin No. 65.03, Revision 0, dated May 7, 

2008. 

(iv) Eurocopter Emergency Alert Service 

Bulletin No. 65.47, Revision 0, dated May 7, 

2008. 

Note 2 to paragraph (i)(2): Eurocopter 

Emergency Alert Service Bulletin (ASB) Nos. 

63.00.17, 63A011, 65.03, and 65.47, all 

Revision 0, and all dated May 7, 2008 are copublished as one document along with 

Eurocopter Emergency ASB No. 63.00.12, 

Revision 0, dated May 7, 2008, which is not 

incorporated by reference in this AD. 

(3) For Eurocopter service information 

identified in this AD, contact American 

Eurocopter Corporation, 2701 Forum Drive, 

Grand Prairie, Texas 75053–4005, telephone 

(800) 232–0323, fax (972) 641–3710, or at 

http://www.eurocopter.com. 


srobinson on DSK4SPTVN1PROD with 
1742 Federal Register / Vol. 78, No. 6 / Wednesday, January 9, 2013 / Rules and Regulations 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

(5) You may view this 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/cfr/ibrlocations.html. 

Issued in Fort Worth, Texas, on December 

20, 2012. 

Kim Smith, 

Directorate Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–31682 Filed 1–8–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–1237; Airspace 

Docket No. 08–AWA–5] 

RIN 2120–AA66 

Amendment to Class B Airspace; 

Atlanta, GA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the 

Atlanta, GA, Class B airspace area to 

ensure the containment of large turbinepowered aircraft operating to and from 

the Hartsfield-Jackson Atlanta 

International Airport (ATL). The FAA is 

taking this action to enhance safety and 

reduce the potential for midair collision 

in the Atlanta, GA, terminal area. 

DATES: Effective Date: 0901 UTC, March 

7, 2013. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace Policy and ATC 

Procedures Group, Office of Airspace 

Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

History 

On February 3, 2012, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to modify the Atlanta, GA, Class B 

airspace area (77 FR 5429). Interested 

parties were invited to participate in 

this rulemaking effort by submitting 

written comments on the proposal. A 

total of 159 commenters responded to 

the NPRM. The FAA considered all 

comments received before making a 

determination on this final rule. 

Discussion of Comments 

Of the 159 responses received, 135 

concerned the airspace in the vicinity of 

Dekalb-Peachtree Airport (PDK). All of 

these commenters opposed the Class B 

modification in the vicinity of PDK 

contending that it would result in lower 

flight paths for ATL arrivals, and PDK 

arrivals and departures, thus leading to 

various adverse impacts, such as: 

increased noise, increased air pollution 

and health problems, lower property 

values, detrimental effect on local 

businesses, decreased tax revenues due 

to lower property value and decreased 

commerce, inability to sell homes and 

decreased quality of life. 

The above perceived impacts appear 

to be based on the belief that the Class 

B change would lead to IFR flights 

operating at lower altitudes than they do 

today. This is incorrect. The Class B 

modifications, including those in the 

PDK area, are based on the need to 

contain IFR aircraft that are now 

operating below Class B airspace. It is 

important to note that existing IFR 

operating altitudes will not change. 

Noise concerns were a recurring 

theme in the PDK-related comments, in 

that the main concern was that lowering 

the floor of the Class B airspace would 

allow more aircraft to fly lower over 

residential areas. The vast majority of 

the noise experienced by these residents 

is caused by aircraft flying at or below 

3,000 feet MSL during takeoff and/or 

landing operations at the PDK airport. 

Those aircraft will continue to fly at 

those altitudes regardless of any changes 

made in the Atlanta Class B airspace. In 

addition, an FAA study done in 

response to comments at the Informal 

Airspace Meetings, held in 2010, shows 

that almost 98 percent of the aircraft 

that fly in the vicinity of PDK are 

already operating below 5,000 feet MSL. 

Therefore, lowering the floor of the 

Class B airspace will not have an 

appreciable effect on the amount of 

noise experienced by the residents in 

neighborhoods surrounding PDK. 

Further, the FAA is not changing air 

traffic procedures. Where IFR aircraft fly 

today is where they will continue to fly 

after implementation of the Class B 

modification. This rule addresses the 

issue that these aircraft are currently 

operating at altitudes that are below the 

floor of the existing Class B airspace. In 

order to minimize the potential for 

midair collisions in the Atlanta terminal 

area, FAA directives require that large 

turbine powered aircraft arriving at and 

departing from the primary airport (in 

this case, ATL) be contained within 

Class B airspace. Since the routes and 

altitudes that ATL IFR arrivals and 

departures are currently flying will not 

change, there will not be an increase of 

over-flights or noise from what residents 

in the PDK area are already 

experiencing today. Aircraft operating to 

and from Hartsfield will not begin flying 

lower over residential areas near PDK 

Airport due to lowering the Class B 

floor. 

The commenters also contend that the 

Class B changes would increase IFR 

delays for PDK departures and arrivals, 

resulting in wasted fuel and increased 

operating costs as well as causing PDK 

IFR arrivals to circle over the 

neighborhoods while waiting to land. 

The FAA does not agree. Today, PDK 

IFR departures are initially cleared to 

climb to the highest available altitude, 

typically 5,000 feet MSL, but sometimes 

lower based on other traffic. These 

aircraft climb at their normal rate until 

reaching their assigned altitude, so even 

if an aircraft is cleared to 4,000 feet 

instead of 5,000 feet, its initial rate of 

climb would be the same and there 

would be no increased impact on the 

ground that might be caused by a slower 

climb rate. Lowering the floor of the 

Class B in the vicinity of PDK will not 

alter this practice, since 5,000 feet will 

continue to be assigned by the satellite 

controller. PDK IFR arrivals operate on 

final approach at minimum altitudes 

that are based on obstacle clearance 

criteria and descent profiles defined by 

instrument procedure design standards. 

These IFR procedure altitudes cannot be 

lowered. Additionally, the established 

VFR traffic patterns at the satellite 

airports are not changing due to this 

rule. 

ATL arrivals currently fly in the PDK 

area at 6,000 feet today and they will 

continue to operate at that altitude after 

the Class B change. The purpose of 

lowering the floor to 5,000 feet in the 

PDK area is to contain, within Class B 

airspace, the ATL departures that are 

now flying at 5,000 feet underneath the 

arrivals. Since arrivals and departures at 

both ATL and PDK will continue to 

operate at the same altitudes as they do 

today, none of the above listed impacts 

would occur as a result of the Class B 

airspace modification. 

However, in view of the large number 

of comments received, and the Ad Hoc 

Committee recommendation concerning 

the Class B changes near PDK, we 

explored the possibility of modifying 


srobinson on DSK4SPTVN1PROD with