Federal Register / Vol. 78, No. 45 / Thursday, March 7, 2013 / Rules and Regulations 14649 

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 AD: 

2013–04–12 Airbus: Amendment 39–17370. 

Docket No. FAA–2012–1164; Directorate 

Identifier 2012–NM–075–AD. 

(a) Effective Date 

This airworthiness directive (AD) becomes 

effective April 11, 2013. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Airbus Model A310– 

204, –222, –304, –322, and –324 airplanes, 

certificated in any category, having received 

in production Airbus modification 04809 

without Airbus modification 06243 or 13596. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Reason 

This AD was prompted by the 

manufacturer re-classifying slat extension 

eccentric bolts as principle structural 

elements (PSE) with replacement due at or 

before newly calculated fatigue life limits. 

We are issuing this AD to prevent fatigue 

cracking, which could result in the loss of 

structural integrity of the airplane. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Compliance Times 

At the applicable time specified in 

paragraphs (g)(1), (g)(2), or (g)(3) of this AD: 

Do the replacements specified in paragraphs 

(h)(1) and (h)(2) of this AD, as applicable. For 

the purposes of this AD, to establish the 

average flight time (AFT), take the 

accumulated flight time (counted from the 

take-off up to the landing) and divide it by 

the number of accumulated flight cycles. 

This gives the AFT per flight cycle. 

(1) For Model A310–304, –322, and –324 

airplanes operated with an AFT of less than 

4 hours: Before the accumulation of 66,000 

total flight hours or 40,000 total flight cycles, 

whichever occurs first. 

(2) For Model A310–304, –322, and –324 

airplanes operated with an AFT of 4 hours 

or more: Before the accumulation of 66,000 

total flight hours or 31,400 total flight cycles, 

whichever occurs first. 

(3) For Model A310–204 and –222 

airplanes with Airbus modification 04809: 

Before the accumulation of 71,800 total flight 

hours or 35,900 total flight cycles, whichever 

occurs first. 

(h) Replacement of Slat Extension Eccentric 

Bolt and Hardware on Both Wings 

(1) For Model A310–304, –322, and –324 

airplanes: Replace the slat extension 

eccentric bolts, part number (P/N) 

A57844015200, at the slat 2, tracks 4 and 7, 

and slat 3, track 8 positions with new slat 

eccentric extension bolts, P/N 

A57844015204, in accordance with the 

Accomplishment Instructions of Airbus 

Mandatory Service Bulletin A310–57–2100, 

Revision 01, dated February 3, 2012. 

(2) For Model A310–304, –322, and –324 

airplanes, and Model A310–204 and –222 

airplanes that have incorporated Airbus 

modification 04809: Replace the slat 

extension eccentric bolts, P/N 

A57843624200, at the slat 2, track 5, position 

with new slat extension eccentric bolts, P/N 

A57843624202; and replace the associated 

washers of eccentric bolts, P/N 

A57844016200, at the slat 2, track 5, position 

with washers, P/N A57844391200; in 

accordance with the Accomplishment 

Instructions of Airbus Mandatory Service 

Bulletin A310–57–2100, Revision 01, dated 

February 3, 2012. 

(i) Parts Installation Prohibition 

After the modification of the airplane with 

the replacement of slat extension eccentric 

bolts and associated hardware required by 

paragraphs (g) and (h) of this AD, no person 

may install any slat extension eccentric bolt, 

P/N A57844015200 or P/N A57843624200, 

with associated washer P/N A57844016200, 

on that airplane. 

(j) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Dan Rodina, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone (425) 227–2125; fax (425) 227– 

1149. Information may be emailed to: 9- 

ANM-116-AMOC-REQUESTS@faa.gov. 

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. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(k) Related Information 

Refer to MCAI European Aviation Safety 

Agency Airworthiness Directive 2012–0042, 

dated April 10, 2012; and Airbus Mandatory 

Service Bulletin A310–57–2100, Revision 01, 

dated February 3, 2012; for related 

information. 

(l) 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) Airbus Mandatory Service Bulletin 

A310–57–2100, Revision 01, dated February 

3, 2012. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Airbus SAS—EAW 

(Airworthiness Office), 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.airwortheas@airbus.com; Internet http:// 

www.airbus.com. 

(4) You may review copies of the service 

information at the 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 February 

21, 2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–04632 Filed 3–6–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2013–0080; Airspace 

Docket No. 12–AWA–6] 

RIN 2120–AA66 

Amendment of Class B Airspace 

Description; Tampa, FL 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule, technical 

amendment. 

SUMMARY: This action amends the 

description of the Tampa International 

Airport, FL, Class B airspace area by 

changing the references for defining the 


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14650 Federal Register / Vol. 78, No. 45 / Thursday, March 7, 2013 / Rules and Regulations 

centerpoint of the airspace from the 

‘‘airport surveillance radar (ASR) 

antenna’’ to ‘‘Point of Origin.’’ In 

addition, the description is edited 

throughout to improve clarity. These 

changes are editorial only and do not 

alter the current charted boundaries or 

altitudes or the ATC procedures for the 

Tampa Class B airspace area. 

DATES: Effective date: April 8, 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 Mission 

Airspace Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Background 

The Tampa Class B airspace area was 

established as a ‘‘Terminal Control Area 

(TCA)’’ on September 20, 1990 (55 FR 

19226, May 8, 1990). In 1993, as part of 

the Airspace Reclassification Final Rule 

(56 FR 65638, December 17, 1991), the 

term ‘‘terminal control area’’ was 

replaced by ‘‘Class B airspace area.’’ 

Because there was no VHF 

Omnidirectional Range (VOR) 

navigation aid located on the Tampa 

International Airport to serve as a 

reference for describing the airspace, the 

area was designed using the latitude/ 

longitude position of the ASR antenna 

as the centerpoint. In 2012, the ASR 

antenna was moved to another location 

on the airport. So that there will be no 

change to the existing charted 

boundaries of the Tampa Class B 

airspace area, the FAA is retaining the 

same latitude/longitude of the ‘‘old’’ 

ASR antenna location as the centerpoint 

for the Class B airspace. To accomplish 

this, all references to the ASR in the 

Tampa Class B airspace description (as 

published in FAA Order 7400.9) are 

replaced by ‘‘Point of Origin.’’ This 

practice is consistent with other Class B 

airspace locations that do not have a 

suitable navigation aid located on the 

airport. 

The current Tampa Class B 

description also refers to the LOC/DME 

antenna. However, the FAA’s Digital 

Navigation Products Team reviewed the 

charted boundaries and determined that 

none of the boundaries are defined from 

the LOC/DME antenna position. 

Therefore, those references are 

unnecessary and are removed from the 

description. Additionally, the 

description has been edited to eliminate 

confusing wording and improve clarity. 

The Rule 

The FAA is amending Title 14 Code 

of Federal Regulations (14 CFR) part 71 

by editing the description of the Tampa. 

FL, Class B airspace (as published in 

FAA Order 7400.9) to remove references 

to the ‘‘ASR antenna’’ and replace them 

with ‘‘Point of Origin’’ for defining the 

centerpoint of the airspace. The Point of 

Origin uses the same latitude/longitude 

of the ‘‘old’’ ASR antenna location. The 

FAA is taking this action so that the 

currently charted boundaries of the 

Class B airspace area are not affected by 

the recent relocation of the ASR antenna 

to a new position on the airport. The 

Class B airspace description is also 

edited to remove unnecessary references 

to the LOC/DME antenna and to 

improve the clarity of the description. 

Because this action is a minor 

editorial change that does not alter the 

currently charted boundaries or 

altitudes or ATC procedures for the 

Tampa International Airport, I find that 

notice and public procedure under 5 

U.S.C 553(b) are unnecessary and 

contrary to the public interest. 

Class B airspace areas are published 

in paragraph 3000 of FAA Order 

7400.9W dated August 8, 2012, and 

effective September 15, 2012, which is 

incorporated by reference in 14 CFR 

71.1. The Class B airspace area listed in 

this document will be published 

subsequently in the Order. 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. Therefore, this regulation: (1) Is 

not a ‘‘significant regulatory action’’ 

under Executive Order 12866; (2) is not 

a ‘‘significant rule’’ under Department of 

Transportation (DOT) Regulatory 

Policies and Procedures (44 FR 11034; 

February 26, 1979); and (3) does not 

warrant preparation of a regulatory 

evaluation as the anticipated impact is 

so minimal. Since this is a routine 

matter that will only affect air traffic 

procedures and air navigation, it is 

certified that this rule, when 

promulgated, will not have a significant 

economic impact on a substantial 

number of small entities under the 

criteria of the Regulatory Flexibility Act. 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

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. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of the airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority as it makes 

editorial corrections to an existing Class 

B airspace description to maintain 

accuracy. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with 311a, 

FAA Order 1050.1E, ‘‘Environmental 

Impacts: Policies and Procedures.’’ This 

airspace action is an editorial change 

only and is not expected to cause any 

potentially significant environmental 

impacts, and no extraordinary 

circumstances exist that warrant 

preparation of an environmental 

assessment. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

Adoption of the Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE ROUTES; AND 

REPORTING POINTS 

■ 1. The authority citation for 14 CFR 

part 71 continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959– 

1963 Comp., p. 389. 

§ 71.1 [Amended] 

■ 2. The incorporation by reference in 

14 CFR 71.1 of FAA Order 7400.9W, 

Airspace Designations and Reporting 

Points, signed August 8, 2012, and 

effective September 15, 2012, is 

amended as follows: 

Paragraph 3000 Subpart B—Class B 

Airspace. 

* * * * * 

ASO FL B Tampa, FL [Amended] 

Tampa International Airport (Primary 

Airport) 

(Lat. 27°58′32′′ N., long. 82°32′00′′ W.) 

Point of Origin 

(Lat. 27°59′15′′ N., long. 82°32′40′′ W.) 

Boundaries. 

Area A. That airspace extending upward 

from the surface to and including 10,000 feet 

MSL bounded by an area beginning at lat. 


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Federal Register / Vol. 78, No. 45 / Thursday, March 7, 2013 / Rules and Regulations 14651 

27°54′29′′ N., long. 82°30′56′′ W.; then 

clockwise along the 5-mile radius of the 

Point of Origin to lat. 27°57′43′′ N., long. 

82°27′18′′ W.; then southwest to the point of 

beginning. 

Area B. That airspace extending upward 

from 1,200 feet MSL to and including 10,000 

feet MSL beginning at the intersection of the 

Anna Maria Island, FL, shoreline and the 30- 

mile radius of the Point of Origin; then north 

along the shoreline to lat. 27°40′47′′ N., long. 

82°44′14′′ W.; then northeast to lat. 27°42′15′′ 

N., long. 82°40′45′′ W. (the end of the Skyway 

Bridge); then north along the shoreline to the 

10-mile radius of the Point of Origin; then 

clockwise along the 10-mile radius to U.S. 

Highway 301; then south along U.S. Highway 

301 to Interstate 75; then south along 

Interstate 75 to the 10-mile arc of the 

Sarasota, FL, Class C airspace area; then 

counterclockwise along the Sarasota Class C 

airspace area 10-mile arc to the 30-mile 

radius of the Point of Origin; then clockwise 

along the 30-mile radius to the point of 

beginning. 

Area C. That airspace extending upward 

from 3,000 feet MSL up to and including 

10,000 feet MSL bounded by a line beginning 

at the shoreline (lat. 28°19′48′′ N., long. 

82°43′37′′ W.); then east to the intersection of 

Highway 19 and Highway 52; then east along 

Highway 52 to Interstate 75; then south along 

the eastern edge of Interstate 75 to Highway 

54; then east along Highway 54 to Highway 

39–301 at Zephyrhills, FL; then south on 

Highway 39 to Highway 60; then west on 

Highway 60 to lat. 27°56′17′′ N., long. 

82°11′05′′ W.; then south to and along the 

railroad to Parrish, FL; then southwest along 

Highway 301 to the 10-mile DME arc of the 

Sarasota Class C airspace area; then 

counterclockwise along the Sarasota Class C 

airspace area 10-mile DME arc to Interstate 

75; then north along Interstate 75 to the 10- 

mile radius of the Point of Origin; then 

counterclockwise along 10-mile radius of the 

Point of Origin to the shoreline; then south 

along the shoreline to lat. 27°42′15′′ N., long. 

82°40′45′′ W.; then direct to the shoreline at 

lat. 27°40′47′′ N., long. 82°44′14′′ W.; then 

north along the shoreline to the point of 

beginning. 

Area D. That airspace extending upward 

from 6,000 feet MSL to and including 10,000 

feet MSL beginning at the intersection of the 

Anna Maria Island, FL, shoreline and the 30- 

mile radius of the Point of Origin; then 

clockwise along the 30-mile radius of the 

Point of Origin to long. 83°00′00′′ W.; then 

north along long. 83°00′00′′ W. to the 30-mile 

radius of the Point of Origin; then clockwise 

along the 30-mile radius of the Point of 

Origin to Dade City, FL; then south on 

Highway 39–301 to Highway 54 at 

Zephyrhills, FL; then west on Highway 54 to 

Interstate 75; then north on the eastern edge 

of Interstate 75 to Highway 52; then west on 

Highway 52 to the intersection of Highway 

52 and Highway 19 at Hudson, FL; then due 

west to and south along the shoreline to lat. 

27°40′47′′ N., long. 82°44′14′′ W.; then south 

along the shoreline to the point of beginning; 

and that airspace beginning at the 

intersection of Highway 301 and the Sarasota 

Class C airspace area 10-mile DME arc; then 

northeast along Highway 301 to Parrish, FL; 

then northeast along the railroad to lat. 

27°56′17′′ N., long. 82°11′05′′ W.; then east 

along Highway 60 to the intersection of 

Highway 60 and Highway 39; then south 

along Highway 39 to the 30-mile radius of the 

Point of Origin; then clockwise along the 30- 

mile radius of the Point of Origin to the 

Sarasota, FL, Class C airspace area 10-mile 

DME arc; then counterclockwise along the 

Sarasota Class C airspace area 10-mile DME 

arc to the point of beginning. 

Issued in Washington, DC, on February 21, 

2013. 

Gary A. Norek, 

Manager, Airspace Policy and ATC 

Procedures Group. 

[FR Doc. 2013–04829 Filed 3–6–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–0610; Airspace 

Docket No. 12–ASO–28] 

Amendment of Class E Airspace; 

Goldsboro, NC 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends Class E 

Airspace in the Goldsboro, NC area, to 

accommodate new Area Navigation 

(RNAV) Global Positioning System 

(GPS) Standard Instrument Approach 

Procedures at Mount Olive Municipal 

Airport. Airspace reconfiguration is 

necessary for the continued safety and 

management of instrument flight rules 

(IFR) operations within the Goldsboro, 

NC, airspace area. This action also 

updates the geographic coordinates of 

Mount Olive Municipal Airport and the 

Seymour Johnson TACAN, and 

recognizes the airport name change of 

Goldsboro-Wayne Municipal Airport to 

Wayne Executive Jetport. 

DATES: Effective 0901 UTC, May 2, 2013. 

The Director of the Federal Register 

approves this incorporation by reference 

action under title 1, Code of Federal 

Regulations, part 51, subject to the 

annual revision of FAA Order 7400.9 

and publication of conforming 

amendments. 

FOR FURTHER INFORMATION CONTACT: John 

Fornito, Operations Support Group, 

Eastern Service Center, Federal Aviation 

Administration, P.O. Box 20636, 

Atlanta, Georgia 30320; telephone (404) 

305–6364. 

SUPPLEMENTARY INFORMATION: 

History 

On September 28, 2012, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to amend Class E airspace in the 

Goldsboro, NC area (77 FR 59572). 

Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal to the FAA. No comments 

were received. Subsequent to 

publication, the FAA found an error in 

the name of the Wayne Executive Jetport 

and makes the correction in the rule. 

Except for editorial changes, and the 

change noted above, this rule is the 

same as published in the NPRM. 

Class E airspace designations are 

published in paragraph 6005 of FAA 

Order 7400.9W dated August 8, 2012, 

and effective September 15, 2012, which 

is incorporated by reference in 14 CFR 

71.1. The Class E airspace designations 

listed in this document will be 

published subsequently in the Order. 

The Rule 

This amendment to Title 14, Code of 

Federal Regulations (14 CFR) part 71 

amends Class E airspace extending 

upward from 700 feet above the surface 

in the Goldsboro, NC, area, providing 

the controlled airspace required to 

support the new RNAV (GPS) standard 

instrument approach procedures for 

Mount Olive Municipal Airport. The 

geographic coordinates of Mount Olive 

Municipal Airport and the Seymour 

Johnson TACAN are also adjusted to 

coincide with the FAAs aeronautical 

database. This action also recognizes the 

airport name change of GoldsboroWayne Municipal Airport to Wayne 

Executive Jetport. 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current, is non-controversial and 

unlikely to result in adverse or negative 

comments. It, therefore, (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) 

does not warrant preparation of a 

Regulatory Evaluation as the anticipated 

impact is so minimal. Since this is a 

routine matter that will only affect air 

traffic procedures and air navigation, it 

is certified that this rule, when 

promulgated, will not have a significant 

economic impact on a substantial 

number of small entities under the 

criteria of the Regulatory Flexibility Act. 


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