Federal Register / Vol. 65, No. 110 / Wednesday, June 7, 2000 / Rules and Regulations 36059

Issued in Kansas City, Missouri, on May

26, 2000.

Larry E. Werth,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 00–14016 Filed 6–6–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–SW–45–AD; Amendment

39–11765; AD 2000–11–17]

RIN 2120–AA64

Airworthiness Directives; Eurocopter

France Model SA–365N1, AS–365N2,

and SA–366G1 Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD)

that applies to Eurocopter France Model

SA–365N1, AS–365N2, and SA–366G1

helicopters and that currently requires

initial and repetitive inspections of the

tail rotor blade Kevlar tie-bar (Kevlar tiebar) for cracks or delaminations. This

amendment requires the same actions

required by the existing AD and corrects

an incorrectly stated part number (P/N)

in the existing AD. This amendment is

prompted by a report of delamination of

a Kevlar tie-bar. The actions specified

by this AD are intended to detect cracks

that could lead to delamination of the

Kevlar tie-bar, loss of tail rotor control,

and subsequent loss of control of the

helicopter.

DATES: Effective July 12, 2000. The

incorporation by reference of certain

publications listed in the regulations

was approved previously by the Director

of the Federal Register as of June 11,

1998 (63 FR 25158, May 7, 1998).

ADDRESSES: The service information

referenced in this AD may be obtained

from American Eurocopter Corporation,

2701 Forum Drive, Grand Prairie, Texas

75053–4005; telephone (972) 641–3460,

fax (972) 641–3527. This information

may be examined at the FAA, Office of

the Regional Counsel, Southwest

Region, 2601 Meacham Blvd., Room

663, Fort Worth, Texas; or at the Office

of the Federal Register, 800 North

Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Jim

Grigg, Aviation Safety Engineer, FAA,

Rotorcraft Directorate, Regulations

Group, Fort Worth, Texas 76193–0111;

telephone (817) 222–5490, fax (817)

222–5961.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 98–10–04,

Amendment 39–10515 (63 FR 25158,

May 7, 1998), which applies to

Eurocopter France Model SA–365N1,

AS–365N2, and SA–366G1 helicopters,

was published in the Federal Register

on March 9, 2000 (65 FR 12489). That

action proposed to require the same

actions required by the existing AD and

correct an incorrectly stated P/N in the

existing AD.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were received on the

proposal or the FAA’s determination of

the cost to the public. The FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed.

The FAA estimates that 47 helicopters

of U.S. registry will be affected by this

AD, that it will take approximately 4

work hours per helicopter to accomplish

the required actions, and that the

average labor rate is $60 per work hour.

Required parts will cost approximately

$3,000 per blade. Based on these figures,

the total cost impact of the AD on U.S.

operators is estimated to be $152,280 to

replace one blade and perform one

inspection on each helicopter.

The regulations adopted herein 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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

For the reasons discussed above, I

certify that this action (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. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration 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

removing Amendment 39–10515 (63 FR

25158), and by adding a new

airworthiness directive (AD),

Amendment 39–11765, to read as

follows:

AD 2000–11–17 Eurocopter France:

Amendment 39–11765. Docket No. 99–

SW–45–AD. Supersedes AD 98–10–04,

Amendment 39–10515, Docket No. 97–

SW–49–AD.

Applicability: Model SA–365N1, AS–

365N2, and SA–366G1 helicopters, with tail

rotor blade (blade), Part Number 365A12–

010–all dash numbers, 365A12–0020–00,

365A33–2131–all dash numbers, or 365A12–

0020–02, installed, certificated in any

category.

Note 1: This AD applies to each helicopter

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For helicopters that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To detect cracks that could lead to

delamination of the tail rotor blade Kevlar

tie-bar (Kevlar tie-bar), loss of tail rotor

control, and subsequent loss of control of the

helicopter, accomplish the following:

(a) Within 10 hours time-in-service (TIS),

and thereafter at intervals not to exceed 250

hours TIS, inspect each Kevlar tie-bar for a

crack or delamination in accordance with

paragraph B, Operational Procedure, of

Eurocopter France Service Bulletin 05.00.34,

Revision 3, dated November 14, 1996.

(b) If any delamination or cracking is found

during any of the inspections required by

paragraph (a) of this AD, remove the blade

and replace it with an airworthy blade before

further flight.

(c) An alternative method of compliance or

adjustment of the compliance time that

36060 Federal Register / Vol. 65, No. 110 / Wednesday, June 7, 2000 / Rules and Regulations

provides an acceptable level of safety may be

used if approved by the Manager, Regulations

Group, Rotorcraft Directorate, FAA.

Operators shall submit their requests through

an FAA Principal Maintenance Inspector,

who may concur or comment and then send

it to the Manager, Regulations Group.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Regulations Group.

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the helicopter

to a location where the requirements of this

AD can be accomplished.

(e) The inspection shall be done in

accordance with paragraph B, Operational

Procedure, of Eurocopter France Service

Bulletin 05.00.34, Revision 3, dated

November 14, 1996. The incorporation by

reference of that document was approved

previously by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51, as of June 11, 1998 (63

FR 25158, May 7, 1998). Copies may be

obtained from American Eurocopter

Corporation, 2701 Forum Drive, Grand

Prairie, Texas 75053–4005; telephone (972)

641–3460, fax (972) 641–3527. Copies may be

inspected at the FAA, Office of the Regional

Counsel, Southwest Region, 2601 Meacham

Blvd., Room 663, Fort Worth, Texas; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(f) This amendment becomes effective on

July 12, 2000.

Note 3: The subject of this AD is addressed

in Direction Generale De L’Aviation Civile

(France) AD 92–185–33(B)R4, dated

December 4, 1996.

Issued in Fort Worth, Texas, on May 26,

2000.

Henry A. Armstrong,

Manager, Rotorcraft Directorate, Aircraft

Certification Service.

[FR Doc. 00–14193 Filed 6–6–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 97–AWA–1]

RIN 2120–AA66

Modification of the San Francisco

Class B Airspace Area; CA

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action modifies the San

Francisco, CA, Class B airspace area.

Specifically, this action raises the

airspace ceiling from 8,000 to 10,000

feet mean sea level (MSL); lowers the

airspace floor in a few areas; combines

and reconfigures several existing areas;

and creates some new areas. The FAA

is taking this action to enhance safety,

to reduce the potential for midair

collision, and to improve the

management of air traffic operations

into, out of, and through the San

Francisco Class B airspace area, while

accommodating the concerns of airspace

users.

EFFECTIVE DATE: 0901 UTC, September 7,

2000.

FOR FURTHER INFORMATION CONTACT:

Joseph C. White, Airspace and Rules

Division, ATA–400, Office of Air Traffic

Airspace Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone: (202) 267–8783.

SUPPLEMENTARY INFORMATION:

Availability of Final Rule

An electronic copy of this document

may be downloaded from the FAA

regulations section of the Fedworld

electronic bulletin board service

(telephone: (703) 321–3339) or the

Federal Register’s electronic bulletin

board service (telephone: (202) 512–

1661) using a modem and suitable

communications software.

Internet users may reach the FAA’s

web page at http://www.faa.gov or the

Federal Register’s web page at http://

www.access.gpo.gov/nara for access to

recently published rulemaking

documents.

Any person may obtain a copy of this

final rule by submitting a request to the

Federal Aviation Administration, Office

of Air Traffic Airspace Management,

Attention: Airspace and Rules Division,

ATA–400, 800 Independence Avenue,

SW., Washington, DC 20591, or by

calling (202) 267–8783.

Communications must identify the

docket number of this final rule. Persons

interested in being placed on a mailing

list for future NPRM’s or final rules

should contact the Federal Aviation

Administration, Office of Rulemaking,

(202) 267–9677, to request a copy of

Advisory Circular No. 11–2A, Notice of

Proposed Rulemaking Distribution

System, which describes the application

procedure.

Related Rulemaking Actions

On May 21, 1970, the FAA published

the Designation of Federal Airways,

Controlled Airspace, and Reporting

Points Final Rule in the Federal

Register (35 FR 7782). This rule

provided for the establishment of

Terminal Control Airspace (TCA) areas

(now known as Class B airspace areas).

On June 21, 1988, the FAA published

the Transponder With Automatic

Altitude Reporting Capability

Requirement Final Rule in the Federal

Register (53 FR 23356). This rule

requires all aircraft to have an altitude

encoding transponder when operating

within 30 nautical miles (NM) of any

designated Class B airspace area

primary airport from the surface up to

10,000 feet MSL. This rule excluded

those aircraft that were not originally

certificated with an engine-driven

electrical system (or those that have not

subsequently been certified with such a

system), balloons, or gliders operating

outside of the Class B airspace area, but

within 30 NM of the primary airport.

On October 14, 1988, the FAA

published the Terminal Control Area

Classification and Terminal Control

Area Pilot and Navigation Equipment

Requirements Final Rule in the Federal

Register (53 FR 40318). This rule, in

part, requires the pilot-in-command of a

civil aircraft operating within a Class B

airspace area to hold at least a private

pilot certificate, except for a student

pilot who has received certain

documented training.

On December 17, 1991, the FAA

published the Airspace Reclassification

Final Rule in the Federal Register (56

FR 65638). This rule discontinued the

use of the term ‘‘Terminal Control Area’’

and replaced it with the designation

‘‘Class B airspace area.’’ This change in

terminology is reflected in this final

rule.

Background

The Class B airspace area program

was developed to reduce the potential

for midair collision in the congested

airspace surrounding airports with high

density air traffic operations by

providing an area wherein all aircraft

are subject to certain operating rules and

equipment requirements.

The density of traffic and the type of

operations being conducted in the

airspace surrounding major terminals

increase the probability of midair

collisions. In 1970, an extensive study

found that the majority of midair

collisions occurred between a general

aviation (GA) aircraft and an air carrier

or military aircraft, or another GA

aircraft. The basic causal factor common

to these conflicts was the mix of aircraft

operating under visual flight rules (VFR)

and aircraft operating under instrument

flight rules (IFR). Class B airspace areas

provide a method to accommodate the

increasing number of IFR and VFR

operations. The regulatory requirements

of these airspace areas afford the

greatest protection for the greatest

number of people by giving air traffic

control (ATC) the increased capability

to provide aircraft separation service,