46864 Federal Register / Vol. 83, No. 180 / Monday, September 17, 2018 / Rules and Regulations 

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): 

2018–19–01 Airbus Helicopters: 

Amendment 39–19401; Docket No. 

FAA–2018–0384; Product Identifier 

2017–SW–061–AD. 

(a) Applicability 

This AD applies to Model AS–365N2, AS 

365 N3, EC 155B, EC155B1, SA–365N1, and 

SA–366G1 helicopters, certificated in any 

category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

disbonding of the aft fuselage outer skin. This 

condition could result in loss of aft fuselage 

structural integrity and subsequent loss of 

control of the helicopter. 

(c) Effective Date 

This AD becomes effective October 22, 

2018. 

(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 110 hours time-in-service (TIS), 

tap inspect the aft fuselage outer skin for 

disbonding between frames X4630 and 

X6630 in the areas depicted in Figure 1 of 

Airbus Helicopters Alert Service Bulletin 

(ASB) No. AS365–05.00.77, ASB No. SA366– 

05.48, or ASB No. EC155–05A033, all 

Revision 0 and dated July 21, 2017 (ASB 

AS365–05.00.77, ASB SA366–05.48, or ASB 

EC155–05A033), as applicable for your 

model helicopter. Examples of acceptable 

and unacceptable disbonding areas are 

depicted in Figure 2 of ASB AS365–05.00.77, 

ASB SA366–05.48, and ASB EC155–05A033, 

as applicable for your model helicopter. 

(i) If there is no disbonding, repeat the tap 

inspection at intervals not to exceed 660 

hours TIS. 

(ii) If there is disbonding within one 

square-shaped area measuring 3.94 in. x 3.94 

in. (10 cm x 10 cm) that does not cross two 

skin panels, repeat the tap inspection at 

intervals not to exceed 110 hours TIS. 

(iii) If there is disbonding that exceeds one 

square-shaped area measuring 3.94 in. x 3.94 

in. (10 cm x 10 cm) or crosses two skin 

panels, before further flight, repair or replace 

the panel. Thereafter, tap inspect the panel 

at intervals not to exceed 660 hours TIS. 

(2) Within 220 hours TIS, and thereafter at 

intervals not to exceed 110 hours TIS, clean 

the aft fuselage outer skin and using a light, 

visually inspect for distortion, wrinkling, and 

corrosion between frames X4630 and X6630 

as depicted in Figure 1 of ASB AS365– 

05.00.77, ASB SA366–05.48, or ASB EC155– 

05A033, as applicable for your model 

helicopter. If there is any distortion, 

wrinkling, or corrosion, before further flight, 

tap inspect the area for disbonding by 

following the inspection instructions in 

paragraph (e)(1) of this AD. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Section, Rotorcraft Standards Branch, FAA, 

may approve AMOCs for this AD. Send your 

proposal to: Matt Fuller, Senior Aviation 

Safety Engineer, Safety Management Section, 

Rotorcraft Standards Branch, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone (817) 222–5110; email 9-ASWFTW-AMOC-Requests@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 

The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) AD 

No. 2017–0165, dated September 5, 2017. 

You may view the EASA AD on the internet 

at http://www.regulations.gov in Docket No. 

FAA–2018–0384. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 5302, Rotorcraft tail boom. 

(i) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 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 Helicopters Alert Service 

Bulletin (ASB) No. AS365–05.00.77, Revision 

0, dated July 21, 2017. 

(ii) Airbus Helicopters ASB No. SA366– 

05.48, Revision 0, dated July 21, 2017. 

(iii) Airbus Helicopters ASB No. EC155– 

05A033, Revision 0, dated July 21, 2017. 

(3) For Airbus Helicopters service 

information identified in this AD, contact 

Airbus Helicopters, 2701 N Forum Drive, 

Grand Prairie, TX 75052; telephone (972) 

641–0000 or (800) 232–0323; fax (972) 641– 

3775; or at http://www.helicopters.airbus. 

com/website/en/ref/Technical-Support_

73.html. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. 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 September 

4, 2018. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2018–19750 Filed 9–14–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2018–0139; Airspace 

Docket No. 18–ACE–1] 

RIN 2120–AA66 

Amendment of Class E Airspace; 

Lyons, KS 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule, correction. 

SUMMARY: This action corrects a final 

rule published in the Federal Register 

of August 1, 2018, that amends Class E 

airspace at Lyons-Rice County 

Municipal Airport, Lyons, KS. The word 

‘‘County’’ was inadvertently omitted 

from the airport name in the Summary, 

History, and Rules section of the 

document, as well as in the header of 

the legal description. 

DATES: Effective date 0901 UTC, 

November 8, 2018. 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 7400.11 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Rebecca Shelby, Federal Aviation 

Administration, Operations Support 

Group, Central Service Center, 10101 

Hillwood Parkway, Fort Worth, TX 

76177; telephone (817) 222–5857. 

SUPPLEMENTARY INFORMATION: 

History 

The FAA published a final rule in the 

Federal Register for Docket No. FAA– 

2018–0139 (83 FR 37422, August 1, 

2018), amending Class E airspace at 

Lyons-Rice County Municipal Airport, 

Lyons, KS. Subsequent to publication, 

the FAA identified a clerical error that 

the word ‘‘County’’ was omitted from 


daltland on DSKBBV9HB2PROD with RULES
Federal Register / Vol. 83, No. 180 / Monday, September 17, 2018 / Rules and Regulations 46865 

1 33 FR 17896 (Dec. 3, 1968). The FAA codified 

the rules for operating at high density traffic 

airports in 14 CFR part 93, subpart K. The HDR 

required carriers to hold a reservation, which came 

to be known as a ‘‘slot,’’ for each takeoff or landing 

under instrument flight rules at the high density 

traffic airports. 

2Aviation Investment and Reform Act for the 21st 

Century (AIR–21), Public Law 106–181 (Apr. 5, 

2000), 49 U.S.C. 41715(a)(2). 3 Id. 

4 73 FR 3510 (Jan. 18, 2008), as amended by 73 

FR 8737 (Feb. 14, 2008). 

5 74 FR 51650; 76 FR 18620; 78 FR 28276; 79 FR 

16854; 81 FR 32636; and, 81 FR 40167. 

6Also referred to herein as ‘‘slots.’’ 

7 Docket No. FAA–2007–29320 includes a copy of 

the MITRE analysis completed for the FAA. 

the airport name in the preamble, as 

well as in the header of the legal 

description. This correction changes the 

airport name in the Summary section, 

History section, and Rules section, and 

the legal description from Lyons-Rice 

Municipal Airport’’ to read ‘‘Lyons-Rice 

County Municipal Airport’’. 

Correction to Final Rule 

Accordingly, pursuant to the 

authority delegated to me, in the 

Federal Register of August 1, 2018 (83 

FR 37422) FR Doc. 2018–16363, 

Amendment of Class E Airspace; Lyons, 

KS, is corrected as follows: 

§ 71.1 [Amended] 

ACE KS E5 Lyons, KS [Corrected] 

On page 37422, column 2, lines 3 and 4; 

column 3, line 15 and 48; and on page 37423, 

column 1, line 60, remove ‘‘Lyons-Rice 

Municipal Airport, KS’’ and add in its place 

‘‘Lyons-Rice County Municipal Airport, KS’’. 

Issued in Fort Worth, Texas, on September 

7, 2018. 

Walter Tweedy, 

Acting Manager, Operations Support Group, 

Central Service Center. 

[FR Doc. 2018–19977 Filed 9–14–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 93 

[Docket No. FAA–2007–29320] 

Operating Limitations at John F. 

Kennedy International Airport 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Extension to order. 

SUMMARY: This action extends the Order 

Limiting Operations at John F. Kennedy 

International Airport (JFK) published on 

January 18, 2008, and most recently 

amended on June 21, 2016. The Order 

remains effective until October 24, 2020. 

DATES: This action is effective on 

September 17, 2018. 

ADDRESSES: Requests may be submitted 

by mail to Slot Administration Office, 

System Operations Services, AJR–0, 

Room 300W, 800 Independence Avenue 

SW, Washington, DC 20591, or by email 

to: 7-awa-slotadmin@faa.gov. 

FOR FURTHER INFORMATION CONTACT: For 

questions concerning this Order contact: 

Bonnie C. Dragotto, Regulations 

Division, FAA Office of the Chief 

Counsel, AGC–240, Room 916N, Federal 

Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone (202) 267–3808; 

email Bonnie.Dragotto@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Availability of Rulemaking Documents 

You may obtain an electronic copy 

using the internet by: 

(1) Searching the Federal 

eRulemaking Portal (http://

www.regulations.gov); 

(2) Visiting the FAA’s Regulations and 

Policies web page at http://

www.faa.gov/regulations_policies/; or 

(3) Accessing the Government 

Printing Office’s web page at http://

www.gpoaccess.gov/fr/index.html. 

You also may obtain a copy by 

sending a request to the Federal 

Aviation Administration, Office of 

Rulemaking, ARM–1, 800 Independence 

Avenue SW, Washington, DC 20591, or 

by calling (202) 267–9680. Make sure to 

identify the amendment number or 

docket number of this rulemaking. 

Background 

The FAA historically limited the 

number of arrivals and departures at JFK 

through the implementation of the High 

Density Rule (HDR).1 By statute enacted 

in April 2000, operations were added at 

JFK through provisions permitting 

exemptions for new entrant carriers and 

flights to small and non-hub airports.2

The HDR’s applicability to JFK 

operations terminated as of January 1, 

2007.3 With the AIR–21 exemptions and 

the HDR phase-out, some air carriers 

serving JFK significantly increased their 

scheduled operations throughout the 

day and retimed existing flights. This 

resulted in scheduled demand in peak 

hours that exceeded the airport’s 

capacity and caused significant 

congestion and delay. In January 2008, 

the FAA placed temporary limits on 

scheduled operations at JFK to mitigate 

persistent congestion and delays at the 

airport.4 The FAA extended the January 

18, 2008, Order placing temporary 

limits on scheduled operations at JFK 

on October 7, 2009, April 4, 2011, May 

14, 2013, March 26, 2014, and May 24, 

2016, as corrected June 21, 2016.5

Under the Order, as amended, the 

FAA (1) maintains the current hourly 

limits of 81 scheduled operations at JFK 

during the peak period; (2) imposes an 

80 percent minimum usage requirement 

for Operating Authorizations (OAs) 6

with defined exceptions; (3) provides a 

mechanism for withdrawal of OAs for 

FAA operational reasons; (4) establishes 

procedures to allocate withdrawn, 

surrendered, or unallocated OAs; and 

(5) allows for trades and leases of OAs 

for consideration for the duration of the 

Order. 

The reasons for issuing the Order 

have not changed appreciably since it 

was implemented. Demand for access to 

JFK remains high and the average 

weekday hourly flights in the busiest 

hours are generally at the limits under 

this Order. The FAA has reviewed the 

on-time and other performance metrics 

for the past two years in the peak 

months—May to August 2017 and 

2018—and generally found continuing 

improvements relative to the same 

period in 2008. Year over year trends 

likewise show improved performance 

overall.7 However, the FAA has 

determined that the operational 

limitations imposed by this Order 

remain necessary. Without the 

operational limitations imposed by this 

Order, the FAA expects severe 

congestion-related delays would occur 

at JFK and at other airports throughout 

the National Airspace System (NAS). 

The FAA will continue to monitor 

performance and runway capacity at 

JFK to determine if changes are 

warranted. The FAA, in coordination 

with the Office of the Secretary of 

Transportation (OST), will also continue 

to consider potential rulemaking to 

codify policies for slot-controlled 

airports. 

Current Issues 

The FAA has received specific 

proposals for policy changes that would 

necessitate amending the Orders. For 

example, several carriers have requested 

a simplified process for the 

administrative management of 

temporary slot transfers, whereby the 

marketing and operating carriers would 

not be required to formally transfer slots 

for operation by carriers under common 

marketing control and whereby the slot 

holder could choose whether the holder 

or the operator would be responsible for 

reporting slot usage to the FAA. The 

FAA is considering proposing this and 

other potential changes in a future 

action taken on the LGA and JFK 

Orders. 


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