69862 Federal Register / Vol. 75, No. 220 / Tuesday, November 16, 2010 / Rules and Regulations 

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 (phone: 800–647–5527) is 

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: Ann 

Johnson, Aerospace Engineer, FAA, 

Wichita Aircraft Certification Office, 

1801 Airport Road, Room 100, Wichita, 

Kansas 67209; telephone: 316–946– 

4105; fax: 316–946–4107; e-mail 

address: ann.johnson@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Airworthiness Directive 2008–26–10, 

Amendment 39–15776 (73 FR 78939, 

December 24, 2008), currently requires 

inspecting the alternate static air source 

selector valve to assure that the part 

number identification placard does not 

obstruct the alternate static air source 

selector valve port. If the part number 

identification placard obstructs the port, 

this AD also requires removing the 

placard, assuring that the port is 

unobstructed, and reporting to the FAA 

if obstruction is found for certain Cessna 

172, 175, 177, 180, 182, 185, 206, 207, 

208, 210, 303, 336, and 337 series 

airplanes. 

As published, the Information 

Heading and the Summary sections of 

the AD incorrectly included Cessna 188 

series airplanes. The Unsafe Condition 

section is incorrectly designated as 

paragraph (e) instead of paragraph (d). 

Also, the mailing address for the report 

specified in the Compliance section, 

paragraph (f)(2), and in Figure 1 is 

incorrectly stated as 1804 instead of 

1801. 

No other part of the preamble or 

regulatory information has been 

changed; therefore, only the changed 

portion of the final rule is being 

published in the Federal Register. 

The effective date of AD 2008–26–10 

remains January 5, 2009. 

Correction of Non-Regulatory Text 

In the Federal Register of December 

24, 2008, AD 2008–26–10; Amendment 

39–15776 is corrected as follows: 

On page 78939, in the second column, 

on line 10, under the heading 

DEPARTMENT OF 

TRANSPORTATION, remove 188 from 

affected series airplanes. 

On page 78939, in the second column, 

on line 19, under the heading 

DEPARTMENT OF 

TRANSPORTATION, in the SUMMARY

section, remove 188 from affected series 

airplanes. 

Correction of Regulatory Text 

§ 39.13 [Corrected] 

In the Federal Register of December 

24, 2008, AD 2008–26–10; Amendment 

39–15776 is corrected as follows: 

On page 78942, in the first column, 

under the Unsafe Condition section, 

change paragraph (e) to (d). 

On page 78943, in the second column, 

in paragraph (f)(2), on line 3, change 

1804 to 1801. 

On page 78943, in Figure 1, in the 

address for the Wichita Manufacturing 

Inspection District Office, change 1804 

to 1801. 

Issued in Kansas City, Missouri, on 

November 4, 2010. 

James E. Jackson, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–28579 Filed 11–15–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1126; Directorate 

Identifier 2010–SW–078–AD; Amendment 

39–16515; AD 2010–18–52] 

RIN 2120–AA64 

Airworthiness Directives; MD 

Helicopters, Inc. Model MD900 

Helicopters 

AGENCY: Federal Aviation 

Administration, DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This document publishes in 

the Federal Register an amendment 

adopting Emergency Airworthiness 

Directive (AD) 2010–18–52 which was 

sent previously to all known owners 

and operators of MD Helicopters, Inc. 

(MDHI) Model MD900 helicopters by 

individual letters. This AD requires 

visually inspecting the main rotor hub 

(hub) for a crack. If a crack is found, this 

AD requires, before further flight, 

replacing the unairworthy hub with an 

airworthy hub. Additionally, if a 

cracked hub is found, this AD requires 

reporting the finding to the Los Angeles 

Aircraft Certification Office within 10 

days of finding the crack. This AD is 

prompted by two reports of cracks 

detected in the hub in the area near the 

flex beam bolt hole locations during 

maintenance on two MDHI Model 

MD900 helicopters. The actions 

specified by this AD are intended to 

detect a crack in the hub and prevent 

failure of the hub and subsequent loss 

of control of the helicopter. 

DATES: Effective December 1, 2010, to all 

persons except those persons to whom 

it was made immediately effective by 

Emergency AD 2010–18–52, issued on 

August 23, 2010, which contained the 

requirements of this amendment. 

Comments for inclusion in the Rules 

Docket must be received on or before 

January 18, 2011. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

You may get the service information 

identified in this AD from MD 

Helicopters, Inc., 4555 East McDowell 

Road, Mesa, Arizona 85215–9734, USA, 

telephone (480) 346–6300 or (800) 388– 

3378, fax (480) 346–6813, or at 

serviceengineering@mdhelicopters.com. 

Examining the Docket: You may 

examine the docket that contains the 

AD, any comments, and other 

information 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 Docket 

Operations office (telephone (800) 647– 

5527) is located in Room W12–140 on 

the ground floor of the West Building at 

the street address stated in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Roger Durbin, Aviation Safety Engineer, 

FAA, Los Angeles Aircraft Certification 

Office, Airframe Branch, 3960 

Paramount Blvd., Lakewood, California 

90712, telephone (562) 627–5233, fax 

(562) 627–5210. 

SUPPLEMENTARY INFORMATION: On August 

18, 2010, we issued Emergency AD 

2010–18–51. That Emergency AD was 

prompted by two reports of cracks 

detected in the hub in the area near the 

flex beam bolt hole locations during 


jlentini on DSKJ8SOYB1PROD with RULES
Federal Register / Vol. 75, No. 220 / Tuesday, November 16, 2010 / Rules and Regulations 69863 

maintenance on two MDHI Model 

MD900 helicopters. That Emergency AD 

required, within 4 hours time-in-service, 

visually inspecting the hub for a crack, 

paying particular attention to the area of 

the 5 flex beam bolt hole locations. If 

you found a crack, the Emergency AD 

2010–18–51 required, before further 

flight, replacing the unairworthy hub 

with an airworthy hub. If you found a 

cracked hub, the Emergency AD also 

required, within 10 days of finding the 

crack, reporting the finding to the Los 

Angeles Aircraft Certification Office. 

After we issued Emergency AD 2010– 

18–51, we discovered that we used part 

number (P/N) 900R2102008–103, –105, 

and –107, in the ‘‘Applicability’’ section 

of the AD, which is incorrect. The 

correct P/N is 900R2101008–103, –105, 

and –107. Therefore, we superseded 

Emergency AD 2010–18–51 with 

Emergency AD 2010–18–52. Emergency 

AD 2010–18–52 contains the same 

requirements as Emergency AD 2010– 

18–51 but corrects the P/N for the hub. 

We have reviewed two letters issued 

by MDHI, dated August 11 and August 

16, 2010, recommending visual 

inspections, feedback from operators, 

and diligence in conducting ‘‘preflight 

inspections’’ of the hub. MDHI has 

received reports of two cracked hubs. 

The hubs were returned to MDHI for 

evaluation, and MDHI is analyzing the 

cracked hubs. 

This unsafe condition is likely to exist 

or develop on other helicopters of the 

same type design. Therefore, this AD 

requires, within 4 hours time in service, 

visually inspecting the hub for a crack, 

paying particular attention to the area of 

the 5 flex beam bolt hole locations. If 

you find a crack, this AD requires, 

before further flight, replacing the 

unairworthy hub with an airworthy hub. 

If you find a cracked hub, this AD also 

requires, within 10 days of finding the 

crack, reporting the finding to the Los 

Angeles Aircraft Certification Office. 

This AD is an interim action pending 

the results of an ongoing investigation to 

determine further corrective actions. 

The short compliance time involved 

is required because the previously 

described critical unsafe condition can 

adversely affect the structural integrity 

and controllability of the helicopter. 

Therefore, a visual inspection of the hub 

is required within 4 hours time-inservice. If a crack is found, the 

unairworthy hub must be replaced with 

an airworthy hub before further flight, 

and this AD must be issued 

immediately. 

Since it was found that immediate 

corrective action was required, notice 

and opportunity for prior public 

comment thereon were impracticable 

and contrary to the public interest, and 

good cause existed to make the AD 

effective immediately by individual 

letters issued on August 23, 2010 to all 

known U.S. owners and operators of 

MDHI Model MD900 helicopters. These 

conditions still exist, and the AD is 

hereby published in the Federal 

Register as an amendment to 14 CFR 

39.13 to make it effective to all persons. 

However, we have added a paragraph (c) 

to the AD to add information regarding 

the Paperwork Reduction Act Burden 

Statement. We have determined that 

this change neither increases the 

economic burden on any operator nor 

increases the scope of the AD. 

We estimate that this AD will affect 

33 helicopters of U.S. registry. The 

required inspection of the hub will take 

approximately 1 work hour per 

helicopter to accomplish at an average 

labor rate of $85 per work hour for a 

labor cost of $85 per helicopter. If a 

cracked hub is found, it will take 

approximately 11 hours per helicopter 

to replace the hub at an average labor 

rate of $85 per work hour for a labor 

cost of $935 per helicopter. Therefore, it 

is estimated that the actions required by 

this AD will require a total of 12 work 

hours per helicopter for a total labor 

cost of $1,020. Required parts will cost 

approximately $12,480 for each hub. 

Based on these figures, we estimate the 

total cost impact of the AD on U.S. 

operators to be $29,635. This estimation 

assumes that each affected helicopter is 

inspected and that only two helicopters 

have a hub that is cracked and needs to 

be replaced. 

Comments Invited 

This AD is a final rule that involves 

requirements that affect flight safety and 

was not preceded by notice and an 

opportunity for public comment; 

however, we invite you to submit any 

written data, views, or arguments 

regarding this AD. Send your comments 

to an address listed under ADDRESSES. 

Include ‘‘Docket No. FAA–2010–1126; 

Directorate Identifier 2010–SW–078– 

AD’’ at the beginning of your comments. 

We specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

the AD. We will consider all comments 

received by the closing date and may 

amend the AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of our docket Web site, 

you can find and read the comments to 

any of our dockets, including the name 

of the individual who sent the 

comment. You may review the DOT’s 

complete Privacy Act Statement in the 

Federal Register published on April 11, 

2000 (65 FR 19477–78). 

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 the 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. 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. See the AD docket to examine 

the economic evaluation. 

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 

products identified in this rulemaking 

action. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

Adoption of the Amendment 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 


jlentini on DSKJ8SOYB1PROD with RULES
69864 Federal Register / Vol. 75, No. 220 / Tuesday, November 16, 2010 / Rules and Regulations 

amends 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: 

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

§ 39.13 [Amended] 

■ 2. Section 39.13 is amended by adding 

a new airworthiness directive to read as 

follows: 

2010–18–52 MD Helicopters, Inc.: 

Amendment 39–16515. Docket No. 

FAA–2010–1126; Directorate Identifier 

2010–SW–078–AD. Supersedes 

Emergency AD 2010–18–51, Directorate 

Identifier 2010–SW–076–AD. 

Applicability: Model MD900 helicopters, 

with lower main rotor hub (hub), part 

number 900R2101008–103, -105, and -107, 

installed, certificated in any category. 

Compliance: Required as indicated, unless 

accomplished previously. 

To detect a crack in the hub and prevent 

the failure of the hub and subsequent loss of 

control of the helicopter, do the following: 

(a) Within 4 hours time-in-service, visually 

inspect the hub for a crack, paying particular 

attention to the area of the 5 flex beam bolt 

hole locations. If you find a crack, before 

further flight, replace the hub with an 

airworthy hub. 

(b) If you find a crack, within 10 days, 

report the finding to Roger Durbin, Aviation 

Safety Engineer, FAA, Los Angeles Aircraft 

Certification Office, Airframe Branch, e-mail 

Roger.Durbin@faa.gov or fax (562) 627–5210. 

(c) 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. 

(d) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Contact the Manager, Los Angeles 

Aircraft Certification Office, FAA, ATTN: 

Roger Durbin, Aviation Safety Engineer, 

Airframe Branch, 3960 Paramount Blvd., 

Lakewood, California 90712, telephone (562) 

627–5233, fax (562) 627–5210, for 

information about previously approved 

alternative methods of compliance. 

(e) The Joint Aircraft System/Component 

(JASC) Code is 6220: Main Rotor Head. 

(f) This amendment becomes effective on 

December 1, 2010, to all persons except those 

persons to whom it was made immediately 

effective by Emergency AD 2010–18–52, 

issued August 23, 2010, which contained the 

requirements of this amendment. 

Issued in Fort Worth, Texas, on November 

5, 2010. 

Lance T. Gant, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–28456 Filed 11–15–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2010–0049; Airspace 

Docket No. 08–AWA–1] 

RIN 2120–AA66 

Modification of Class B Airspace; 

Charlotte, NC 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the 

Charlotte, NC, Class B airspace area to 

ensure the containment of aircraft, 

accommodate the implementation of 

area navigation (RNAV) departure 

procedures, and support operations of 

the third parallel runway at Charlotte/ 

Douglas International Airport. The FAA 

is taking this action to improve the flow 

of air traffic, enhance safety, and reduce 

the potential for midair collision in the 

Charlotte, NC, terminal area. 

DATES: Effective Date: 0901 UTC, 

January 13, 2011. The Director of the 

Federal Register approves this 

incorporation by reference action under 

3 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 Regulations and ATC 

Procedures Group, Office of Airspace 

Systems and AIM, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Background 

On March 3, 2010, the FAA published 

in the Federal Register a notice of 

proposed rulemaking (NPRM) to modify 

the Charlotte, NC Class B airspace area 

(75 FR 9538). This action proposed to 

expand the lateral and vertical limits of 

the Charlotte Class B airspace area: To 

provide the additional airspace needed 

to support operations of a third parallel 

runway and the implementation of 

RNAV departure procedures; to contain 

ILS approach procedures for runways 

23, 18L, 18C (formerly 18R but 

redesignated November 20, 2008) and 

the new runway (18R); and to contain 

aircraft being vectored to a base leg from 

the west when Charlotte/Douglas 

International Airport (CLT) is on a north 

operation. 

In addition, the FAA published in the 

Federal Register a correction to the 

notice to provide a graphic chart of the 

proposed area that was inadvertently 

omitted from notice (75 FR 13049; 

March 18, 2010). Interested parties were 

invited to participate in this rulemaking 

effort by submitting written comments 

on the proposal. Twelve written 

comments were received in response to 

the notice. 

Discussion of Comments 

Two commenters expressed concerns 

about the availability of the published 

low altitude area navigation (RNAV) 

routes (i.e., T-routes) through the 

Charlotte terminal area. One commenter 

wrote that he regularly flies east/west 

across North Carolina but seldom is 

cleared for a T-route. Another 

commenter said that the FAA should reevaluate and potentially amend the 

Charlotte T-routes if necessary to 

increase availability. 

There are currently four T-routes that 

traverse Charlotte’s terminal airspace. 

T–200 and T–202 are east/west oriented 

routes; and T–201 and T–203 are north/ 

south routes. The FAA acknowledges 

that availability of the east/west Troutes is limited. When the new runway 

36L/18R opened in November 2009 and 

in order to accommodate triple 

instrument operations, Charlotte airport 

traffic control tower (ATCT) restricted 

overflight traffic on V–66, T–200 and 

T–202 during certain times. This 

restriction is in place when Charlotte is 

on a north operation (i.e., aircraft 

landing and departing to the north). The 

FAA has reviewed the existing T-routes 

and found that it is difficult to utilize 

the east/west T-routes through the 

Charlotte terminal area more than the 

current practice. When Charlotte is on a 

north operation, final radar airspace 

begins at Charlotte airport and extends 

southward to the boundary with 

Columbia, SC, ATCT airspace. On a 

south operation, final radar airspace 

begins at the airport and extends 

northward to the boundary with Atlanta 

Air Route Traffic Control Center 

(ARTCC). Because traffic in the above 

mentioned areas is descending from the 

enroute structure all the way to the 

surface for landing, it is difficult to 


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