Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77263

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 (e)

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 you have not

eliminated the unsafe condition, specific

actions you propose to address it.

(f) Where can I get information about any

already-approved alternative methods of

compliance? Contact Mike Kiesov, Aerospace

Engineer, FAA, Small Airplane Directorate,

901 Locust, Room 301, Kansas City, Missouri

64106; telephone: (816) 329–4144; facsimile:

(816) 329–4090.

(g) What if I need to fly the glider to

another location to comply with this AD? The

FAA can issue a special flight permit under

sections 21.197 and 21.199 of the Federal

Aviation Regulations (14 CFR 21.197 and

21.199) to operate your glider to a location

where you can accomplish the requirements

of this AD.

(h) Are any service bulletins incorporated

into this AD by reference? Actions required

by this AD must be done in accordance with

S.N. CENTRAIR Service Bulletin No. 101–16,

Revision 3, dated February 2, 1999. The

Director of the Federal Register approved this

incorporation by reference under 5 U.S.C.

552(a) and 1 CFR part 51. You can get copies

from S.N. CENTRAIR, Aerodome—36300 Le

Blanc, France. You can look at copies at the

FAA, Central Region, Office of the Regional

Counsel, 901 Locust, Room 506, Kansas City,

Missouri, or at the Office of the Federal

Register, 800 North Capitol Street, NW, suite

700, Washington, DC.

(i) When does this amendment become

effective?

This amendment becomes effective on

January 27, 2001.

Note 2: The subject of this AD is addressed

in French AD 1995–261(A) R3, dated January

26, 2000.

Issued in Kansas City, Missouri, on

November 28, 2000.

William J. Timberlake,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 00–30945 Filed 12–8–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–42–AD; Amendment

39–12034; AD 2000–22–51]

RIN 2120–AA64

Airworthiness Directives; Model HH–

1K, TH–1F, TH–1L, UH–1A, UH–1B,

UH–1E, UH–1F, UH–1H, UH–1L, and

UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205,

and SW205A–1 Helicopters

Manufactured by Bell Helicopter

Textron Inc. for the Armed Forces of

the United States

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting superseding Airworthiness

Directive (AD) 2000–22–51, which was

sent previously by individual letters to

all known U.S. owners and operators of

Model HH–1K, TH–1F, TH–1L, UH–1A,

UH–1B, UH–1E, UH–1F, UH–1H, UH–

1L, and UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205,

and SW205A–1 helicopters

manufactured by Bell Helicopter

Textron Inc. (BHTI) for the Armed

Forces of the United States. This AD

requires establishing a retirement life for

certain main rotor masts, creating a

component history card or equivalent

record, and identifying certain masts as

unairworthy. This AD also requires

removing the hub spring, if installed,

and determining whether a main rotor

mast (mast) has ever been installed on

a helicopter while operated with a hub

spring. Conducting certain inspections

based on the retirement index number

(RIN) and on whether the helicopter was

ever operated with a hub spring is also

required. Replacing any mast that has

inadequate radius or a burr in the

damper clamp splined area is also

required. Finally, this AD requires

sending information concerning the

mast to the FAA. This amendment is

prompted by the discovery of a crack in

a mast with a lower RIN value than the

established life limit. This action is

necessary to preclude the occurrence of

a fatigue crack in the damper clamp

splined area of a mast. This condition,

if not corrected, could result in failure

of a mast or main rotor trunnion

(trunnion), separation of the main rotor

system, and subsequent loss of control

of the helicopter.

DATES: Effective December 26, 2000, to

all persons except those persons to

whom it was made immediately

effective by Emergency AD 2000–22–51,

issued on November 2, 2000, which

contained the requirements of this

amendment.

Comments for inclusion in the Rules

Docket must be received on or before

February 9, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 2000–SW–

42–AD, 2601 Meacham Blvd., Room

663, Fort Worth, Texas 76137. You may

also send comments electronically to

the Rules Docket at the following

address: 9–asw–adcomments@faa.gov.

FOR FURTHER INFORMATION CONTACT:

Michael Kohner, Aviation Safety

Engineer, FAA, Rotorcraft Directorate,

Rotorcraft Certification Office, Fort

Worth, Texas 76193–0170, telephone

(817) 222–5447, fax (817) 222–5783.

SUPPLEMENTARY INFORMATION: The FAA

issued Emergency AD 2000–08–53

(Docket No. 2000–SW–08–AD) on April

26, 2000, which superseded AD 89–17–

03, Amendment 39–6251, Docket No.

88–ASW–33 (54 FR 31935, August 3,

1989), which established RIN counting

procedures for the mast assemblies

installed on H–1 series surplus military

helicopters. AD 2000–08–53 also

incorporated life-hour adjustments for

mast hub spring and helicopter usage.

Since issuing AD 2000–08–53, the FAA

has issued AD 2000–15–21, Amendment

39–11854, Docket 2000–SW–01–AD (65

FR 48605, August 9, 2000) to require

removing masts, part number (P/N) 204–

011–450–001 and –005, from service.

The FAA also issued Emergency AD

2000–15–52, Docket No. 2000–SW–28–

AD, on July 25, 2000, for the BHTI

Model 204B, 205A, 205A–1, 205B, and

212 helicopters, which was prompted

by a report of another cracked mast,

similar to the masts installed on H–1

series helicopters. Metallurgical

inspection revealed that the mast

cracked as a result of fatigue in snap

ring groove radii that were smaller than

the 0.020-inch minimum allowable

dimension. Detailed takeoff and lift

event data for the entire life of the mast

confirm that the accumulated RIN count

at the time the fatigue crack was

detected was approximately 68,000

when calculated in accordance with the

RIN counting procedures in effect at the

time of the failure.

U.S. Army Safety of Flight Message

UH–1–10, dated July 19, 2000, required

inspecting masts for a minimum radius

of 0.020 inch or for a burr around the

77264 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

circumference of the snap ring groove

and removing defective masts from

service. Based on that message and a

review of fatigue data and previously

issued AD’s, the FAA has concluded

that several corrections to the RIN

counting procedures are required as

follows:

• Recalculating the accumulated RIN

and revised hours TIS to date for certain

masts to correct the inadequate factors

provided in AD 2000–08–53. New RIN

and frequency of event per hour factors

are required to calculate the

accumulated RIN and revised hours TIS

to properly reflect the actual level of

torque (horsepower rating of helicopter)

applied to the mast when it is installed

on the different helicopter models

affected by this AD.

• Using the new RIN factors for each

takeoff and external load lift to continue

the calculations for the accumulated

RIN as installed on the different

helicopter models affected by this AD

and changing the definition for external

load lift.

• Expanding the serial number (S/N)

applicability for a one-time special

inspection to detect inadequate radii

and burrs in the snap ring grooves to

include masts with S/N 00000 through

52720, 61433 through 61444, or 61457

through 61465, regardless of prefix. This

action was required based on

inadequate radius and burrs detected

outside the S/N applicability of the

previous AD.

• Reducing the compliance time to

100,000 accumulated RIN for any

affected mast for a one-time special

inspection to detect burrs in the snap

ring grooves.

• Adding a one-time special

inspection to detect inadequate radii

and burrs in the snap ring grooves for

any mast that has been previously

installed with a hub spring.

Since the unsafe condition described

is likely to exist or develop on other

Model HH–1K, TH–1F, TH–1L, UH–1A,

UH–1B, UH–1E, UH–1F, UH–1H, UH–

1L, and UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205,

and SW205A–1 helicopters

manufactured by BHTI for the Armed

Forces of the United States, the FAA

issued Emergency AD 2000–22–51 to

prevent failure of a mast or trunnion,

separation of the main rotor system, and

subsequent loss of control of the

helicopter. The AD requires the

following:

• Within 10 hours TIS, create a

component history card or equivalent

record.

• Within 10 hours TIS, determine and

record the accumulated RIN and revised

hours TIS.

• Establish a retirement life for any

mast, P/N 204–011–450–007, –105, or

–109, and replace any mast that has

accumulated 265,000 RIN or 15,000 or

more revised hours TIS and identify the

removed mast as unairworthy.

• Within 25 hours TIS, remove any

hub spring.

• Determine if the mast has ever been

operated with a hub spring.

• Before reaching 100,000 RIN for a

mast that has never been on a helicopter

operated with a hub spring:

• Inspect the upper and lower snap

ring groove in the damper clamp

splined area for an inadequate radius

and for a burr.

• Remove the mast before exceeding

100,000 RIN if any radius is inadequate

or before exceeding 170,000 RIN if a

burr is found, and identify such masts

as unairworthy.

• Before reaching 100,000 RIN or 400

unfactored flight hours, whichever

occurs first, on a mast that was installed

on a helicopter with a hub spring or if

the history of a hub spring installation

is unknown:

• Inspect each snap ring groove for an

inadequate radius or for a burr.

• Remove any mast before further

flight if any groove radius is inadequate

or if a burr is found, and identify such

masts as unairworthy.

• After completing the inspections,

send the requested information to the

FAA. The requirements for retirement

life hours for the trunnion remain the

same as required in superseded AD

2000–08–53, Docket 2000–SW–08–AD.

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, the actions listed previously

are required at the specified time

intervals, 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 November 2, 2000, to

all known U.S. owners and operators of

Model HH–1K, TH–1F, TH–1L, UH–1A,

UH–1B, UH–1E, UH–1F, UH–1H, UH–

1L, and UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205,

and SW205A–1 helicopters

manufactured by BHTI for the Armed

Forces of the United States. These

conditions still exist, and the AD is

hereby published in the Federal

Register as an amendment to section

39.13 of the Federal Aviation

Regulations (14 CFR 39.13) to make it

effective to all persons.

The FAA estimates that 75 helicopters

of U.S. registry will be affected by this

AD. It will take approximately 10 work

hours per helicopter to remove and

replace the mast, if necessary; 6 work

hours to remove any hub spring; and 10

work hours to inspect the mast for

proper radius or a burr. The

approximate time necessary for

calculating the accumulated RIN and for

providing the requested information to

the FAA is 15 work hours per

helicopter. The average labor rate is $60

per work hour. Required parts will cost

approximately $9,538 to replace a mast,

if necessary. Based on these figures, the

total cost impact of the AD on U.S.

operators is estimated to be $899,850

($11,998 per helicopter, assuming

inspecting 1 mast, removing 1 hub

spring, replacing 1 mast, determining

the RIN calculations, and providing the

requested information to the FAA).

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications should identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their mailed

comments submitted in response to this

rule must submit a self-addressed,

stamped postcard on which the

following statement is made:

Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77265

‘‘Comments to Docket No. 2000–SW–

42–AD.’’ The postcard will be date

stamped and returned to the

commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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, 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 39–6251 (54 FR

31935, August 3, 1989) and by adding

a new airworthiness directive to read as

follows:

2000–22–51 Firefly Aviation Helicopter

Services (Previously Erickson Air–Crane

Co.); Garlick Helicopters, Inc.; Hawkins

and Powers Aviation, Inc.; International

Helicopters, Inc.; Tamarack Helicopters,

Inc. (Previously Ranger Helicopter

Services, Inc.); Robinson Air Crane, Inc.;

Williams Helicopter Corporation

(Previously Scott Paper Co.); Smith

Helicopters; Southern Helicopter, Inc.;

Southwest Florida Aviation; Arrow

Falcon Exporters, Inc. (Previously Utah

State University); U.S. Helicopter, Inc.;

and Western International Aviation,

Inc.: Amendment 39–12034. Docket No.

2000–SW–42–AD. Supersedes

Emergency AD 2000–08–53, Docket No.

2000–SW–08–AD and AD 89–17–03,

Amendment 39–6251, Docket No. 88–

ASW–33.

Applicability: Model HH–1K, TH–1F, TH–

1L, UH–1A, UH–1B, UH–1E, UH–1F, UH–1H,

UH–1L, and UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205, and

SW205A–1 helicopters, manufactured by Bell

Helicopter Textron Inc. (BHTI) for the Armed

Forces of the United States, with main rotor

mast (mast), part number (P/N) 204–011–

450–007, –105, or –109, or main rotor

trunnion (trunnion), P/N 204–011–105–001,

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.

Note 2: This AD requires using new factors

to recalculate the FACTORED flight hours

and the accumulated Retirement Index

Number (RIN) for masts installed on certain

helicopter models. This AD also expands the

serial number (S/N) applicability for the onetime special inspection of the mast.

To prevent failure of a mast or trunnion,

separation of the main rotor system, and

subsequent loss of control of the helicopter,

accomplish the following:

(a) For the mast, P/N 204–011–450–007,

–105, or –109:

Note 3: The next higher assembly level for

the affected P/N’s are the 204–040–366 mast

assemblies. Check the aircraft records for the

appropriate P/N and assembly level.

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

create a component history card or

equivalent record for the mast.

(2) Within 10 hours TIS, determine and

record the accumulated RIN and revised

hours TIS for the mast as follows:

(i) Review the aircraft maintenance records

for the mast. If the helicopter model

installation history or hours TIS of the mast

is unknown, remove the mast from service,

identify the mast as unairworthy, and replace

it with an airworthy mast before further

flight.

(ii) Determine the accumulated RIN and

the revised hours TIS in accordance with the

Instructions in Appendix 1. For those hours

TIS the mast has been installed on a BHTI

Model 204B, 205A, 205A–1, 205B, or 212

helicopter, determine the accumulated RIN

in accordance with the AD’s issued for those

helicopters.

(iii) Record the accumulated RIN and

revised hours TIS for the mast on the

component history card or equivalent record.

Use the revised hours TIS as the new hours

TIS for the mast.

(3) Before further flight after accomplishing

the requirements of paragraph (a)(2) of this

AD, remove from service any mast that has

accumulated 265,000 or more RIN or 15,000

or more revised hours TIS and identify the

mast as unairworthy. Replace the mast with

an airworthy mast.

(4) Within 25 hours TIS, remove any hub

spring installed on any affected helicopter.

Note 4: U.S. Army Modification Work

Order (MWO) 55–1520–242–50–1 pertains to

the removal of the hub spring and

replacement of any required parts. U.S. Army

Safety of Flight Message UH–1–00–10 dated

July 19, 2000, also pertains to the subject of

this AD.

(5) Determine whether a mast with S/N

00000 through 52720, 61433 through 61444,

or 61457 through 61465 (regardless of prefix),

has ever been installed on a helicopter while

operated with a hub spring.

(i) If a mast has never been installed on a

helicopter while operated with a hub spring,

before reaching 100,000 RIN, inspect the

upper and lower snap ring grooves in the

damper clamp splined area for:

(A) A minimum radius of 0.020 inch

around the entire circumference (see Figures

1 and 2), using a 100 × or higher

magnification. If any snap ring groove radius

is less than 0.020 inch, identify the mast as

unairworthy and replace it with an airworthy

mast before exceeding 100,000 RIN.

(B) A burr (see Figures 1 through 3), using

a 200 × or higher magnification. If a burr is

found in any snap ring groove/spline

intersection, identify the mast as unairworthy

and replace it with an airworthy mast before

exceeding 170,000 RIN.

(ii) If a mast has ever been installed on a

helicopter while operated with a hub spring

or if the history of a hub spring installation

is unknown, before reaching 100,000 RIN or

400 unfactored flight hours, whichever

occurs first, inspect the upper and lower

snap ring grooves in the damper clamp

splined area for:

(A) A minimum radius of 0.020 inch

around the entire circumference (see Figures

1 and 2), using a 100 × or higher

magnification. If any snap ring groove radius

is less than 0.020 inch, identify the mast as

unairworthy and replace it with an airworthy

mast before further flight.

(B) A burr (see Figures 1 through 3), using

a 200 × or higher magnification. If a burr is

found in any snap ring groove/spline

intersection, identify the mast as unairworthy

and replace it with an airworthy mast before

further flight.

(6) After accomplishing the requirements

of paragraph (a)(2) of this AD, continue to

calculate the accumulated RIN for the mast

by multiplying all takeoff and external load

lifts by the RIN factors defined in columns

(D) and (G) of Table 1 of Appendix 1 of this

AD.

77266 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

(7) After accomplishing the requirements

of paragraph (a)(2) of this AD, continue to

count the hours TIS for the mast. Any hours

TIS for the mast while installed on a

helicopter operated with a hub spring or if

the history of a hub spring installation is

unknown must be factored in accordance

with the instructions in Appendix 1 of this

AD.

(8) This AD establishes a retirement life of

265,000 accumulated RIN or 15,000 hours

TIS, whichever occurs first, for mast, P/N

204–011–450–007, –105, and –109.

(9) Within 10 days after completing the

inspections required by paragraph (a)(5) of

this AD, send the information contained on

the AD compliance inspection report sample

format contained in Appendix 2 to the

Manager, Rotorcraft Certification Office,

Federal Aviation Administration, Fort Worth,

Texas 76193–0170, USA. Reporting

requirements have been approved by the

Office of Management and Budget and

assigned OMB control number 2120–0056.

BILLING CODE 4910–13–P

Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77267

77268 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

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BILLING CODE 4910–13–C

77270 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

(b) For the trunnion, P/N 204–011–105–

001:

(1) Within 10 days, create a component

history card or equivalent record for the

trunnion and record the hours TIS

accumulated on the trunnion. If the TIS

cannot be determined, enter 900 hours for

each year from the date the trunnion was

installed.

(2) Remove any trunnion with 14,900 or

more hours TIS from service within the next

100 hours TIS.

(3) Remove any trunnion with less than

14,900 hours TIS from service at or before

15,000 hours TIS.

Note 5: Paragraph (b) of this AD continues

the requirements of the superseded AD for

the trunnion.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Rotorcraft

Certification Office, FAA. Operators shall

submit their request through an FAA

Principal Maintenance Inspector, who may

concur or comment and then send it to the

Manager, Rotorcraft Certification Office.

Note 6: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Manager, Rotorcraft

Certification Office.

(d) Special flight permits may be issued in

accordance with 14 CFR 21.197 and 21.199

to operate the helicopter to a location where

the requirements of this AD can be

accomplished.

(e) This amendment becomes effective on

December 26, 2000, to all persons except

those persons to whom it was made

immediately effective by Emergency AD

2000–22–51, issued November 2, 2000,

which contained the requirements of this

amendment.

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Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77271

APPENDIX 1

77272 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77273

77274 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

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77276 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77277

77278 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77279

77280 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations 77281

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77282 Federal Register / Vol. 65, No. 238 / Monday, December 11, 2000 / Rules and Regulations

Appendix 2

Appendix 2 to AD 2000–22–51

AD Compliance Inspection Report (Sample

Format) P/N 204–011–450–007/–105/–109

Main Rotor Mast

Provide the following information and mail

or fax it to: Manager, Rotorcraft Certification

Office, Federal Aviation Administration, Fort

Worth, Texas 76193–0170, USA, Fax: 817–

222–5783.

Aircraft Registration No:

Helicopter Model:

Helicopter S/N:

Mast P/N:

Mast S/N:

Mast RIN:

Mast Total TIS:

Inspection Results

Were any radii during inspection of this

mast determined to be less than 0.020 inch?

If yes, what was the dimension measured?

Was a burr found in the inspected snap

ring grooves?

Were cracks noted during the inspection?

Who performed this inspection?

Provide any other comments?

Issued in Fort Worth, Texas, on November

30, 2000.

Larry M. Kelly,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 00–31012 Filed 12–8–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–ASO–44]

Amendment of Class E5 Airspace;

Meridian, MS

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action makes a technical

amendment to the Class E5 airspace at

Meridian, MS. The Navy Meridian NDB

has been decommissioned. Therefore,

the airspace legal description must be

amended to reflect this change.

EFFECTIVE DATE: 0901 UTC, March 22,

2001.

FOR FURTHER INFORMATION CONTACT:

Wade T. Carpenter, Jr., Manager,

Airspace Branch, Air Traffic Division,

Federal Aviation Administration, P.O.

Box 20636, Atlanta, Georgia 30320;

telephone (404) 305–5586.

SUPPLEMENTARY INFORMATION:

History

The Navy Meridian NDB has been

decommissioned. As a result the

airspace legal description must be

amended. This rule will become

effective on the date specified in the

EFFECTIVE DATE section. Since this action

has no impact on users of the airspace

in the vicinity of Meridian NAS-McCain

Field, notice and public procedure

under 5 U.S.C. 553(b) are unnecessary.

Class E airspace designations for

airspace areas extending upward from

700 feet or more above the surface of the

earth are published in paragraph 6005 of

FAA Order 7400.9H, dated September 1,

2000, and effective September 16, 2000,

which is incorporated by reference in 14

CFR 71.1. The Class E airspace

designation listed in this document will

be published subsequently in the Order.

The Rule

This amendment to Part 71 of the

Federal Aviation Regulations (14 CFR

Part 71) amends Class E5 airspace at

Meridian, MS.

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. 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 will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

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,

CLASS B, CLASS C, CLASS D AND

CLASS E AIRSPACE AREAS;

AIRWAYS; 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; EO 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of Federal Aviation

Administration Order 7400.9H,

Airspace Designations and Reporting

Points, dated September 1, 2000, and

effective September 16, 2000, is

amended as follows:

Paragraph 6005 Class E Airspace Areas

Extending Upward from 700 Feet or More

Above the Surface of the Earth

* * * * *

ASO MS E5 Meridian, MS [Revised]

Meridian, Key Field, MS

(Lat. 32°20′00′′N, long. 88°45′04′′W)

Meridian VORTAC

(Lat. 32°22′42′′N, long. 88°48′15′′W)

Joe Williams OLF

(Lat. 32°47′46′′N, long. 88°49′54′′W)

Meridian NAS-McCain Field

(Lat. 32°33′08′′N, long. 88°33′20′′W)

Meridian TACAN

(Lat. 32°34′42′′N, long. 88°32′43′′W)

Kewanee VORTAC

(Lat. 32°22′01′′N, long. 88°27′30′′W)

That airspace extending upward from 700

feet above the surface within an 8-mile radius

of Key Field and within 2.5 miles each side

of the Meridian VORTAC 315° radial,

extending from the 8-mile radious 7 miles

northwest of the VORTAC, and within a 7.4-

mile radius of Joe Williams OLF, and within

an 8-mile radius of Meridian NAS-McCain

Field, and within 4 miles each side of the

020° bearing from lat. 32°33′28′′N, long,

88°33′33′′W, extending from the 8-mile

radius to 20 miles north of Meridian TACAN,

and within a 25-mile radius of the Meridian

VORTAC, extending clockwise from the 341°

radial to the 040° radial, and within 8 miles

north and 6 miles south of the Kewanee

VORTAC 273° radial, extending from the

VORTAC to long. 88°45′00′′W.

* * * * *

Issued in College Park, Georgia, on

December 1, 2000.

Richard Biscomb,

Acting Manager, Air Traffic Division,

Southern Region.

[FR Doc. 00–31479 Filed 12–8–00; 8:45 am]

BILLING CODE 4910–13–M0

DEPARTMENT OF COMMERCE

Bureau of Economic Analysis

15 CFR Part 801

[Docket No. 000609170–0336–02]

RIN 0691–AA38

International Services Surveys: BE–82,

Annual Survey of Financial Services

Transactions Between U.S. Financial

Services Providers and Unaffiliated

Foreign Persons

AGENCY: Bureau of Economic Analysis,

Commerce.