Federal Aviation Administration 2007 – Federal Register Recent Federal Regulation Documents

The FAA invites public comments about our intention to request the Office of Management and Budget's (OMB) revision of a current information collection. The Federal Register Notice with a 60-day comment period soliciting comments on the following collection of information was published on August 15, 2007, vol. 72, no. 157, page 45864. 49 U.S.C. Sections 44702 and 44703 authorizes the issuances of airman certificates. FAR Part 65 prescribes requirements for mechanics, repairman, parachute riggers, and inspection authorizations.

This document amends the Class E2 and E5 airspace at Aguadilla, PR. This action corrects the geographical position coordinates for the Rafael Hernandez Airport.

This notice contains a summary of a petition seeking relief from specified requirements of 14 CFR. The purpose of this notice is to improve the public's awareness of, and participation in, this aspect of FAA's regulatory activities. Neither publication of this notice nor the inclusion or omission of information in the summary is intended to affect the legal status of the petition or its final disposition.

The FAA is issuing this notice to advise the public of a meeting of the Executive Committee of the Aviation Rulemaking Advisory Committee.

We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) provided by the aviation authority for the United Kingdom to identify and correct an unsafe condition on an aviation product. The MCAI states the following:

This amendment supersedes an existing airworthiness directive (AD) for the specified Bell Helicopter Textron, Inc. (Bell) Helicopters. That AD currently requires inspecting each affected tail rotor blade (blade) forward tip weight retention block (tip block) and the aft tip closure (tip closure) for adhesive bond voids, and removing any blade with an excessive void from service. That AD also requires modifying certain blades by installing shear pins and tip closure rivets. This amendment contains the same requirements but expands the applicability to include other part and serial-numbered blades. This AD also clarifies the requirement to re-identify the modified blade by adding ``FM'' after the part number and also requires dynamically balancing the tail rotor. The existing AD was prompted by five occurrences of missing tip blocks or tip closures resulting in minor to substantial damage. This amendment was prompted by the determination that the AD should apply to other affected part and serial-numbered blades. The actions specified by this AD are intended to prevent loss of a tip block or tip closure, loss of a blade and subsequent loss of control of the helicopter.

We propose to adopt a new airworthiness directive (AD) for the products listed above. This proposed AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

We propose to adopt a new airworthiness directive (AD) for the products listed above. This proposed AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

The FAA proposes to supersede an existing airworthiness directive (AD) for General Electric Company (GE) CF6-50, -80A1/A3, and -80C2A series turbofan engines, installed on Airbus A300 and A310 series airplanes. That AD currently requires initial and repetitive inspections and checks of the thrust reverser actuation systems. This proposed AD would require revised inspection thresholds and intervals, and would require the same actions and additional inspections of the thrust reverser actuation system locking features. This proposed AD results from refined safety analyses performed on the thrust reverser systems by GE and Airbus. We are proposing this AD to prevent inadvertent in-flight thrust reverser deployment, which can result in loss of control of the airplane.

Under this notice, the FAA announces that New York's John F. Kennedy International Airport (JFK) has been designated a Level 3 Coordinated Airport for the summer 2008 scheduling season in accordance with the International Air Transport Association (IATA) Worldwide Scheduling Guidelines. This notice supercedes the September 24, 2007, notice that designated JFK a Level 2 Schedules Facilitated Airport. 72 FR 54317. Based on a recently completed capacity analysis, a review of last summer's demand, the projections for summer 2008, and the agency's decision to seek voluntary schedule reductions from domestic air carriers, the FAA has determined that a Level 3 airport declaration is warranted. The primary coordination constraint is runway/air traffic control capacity. JFK is experiencing increased congestion and delay. Comparing the period of October 2006 through July 2007 to the same period in the previous year, the average daily operations at JFK increased 23 percent; the average daily arrivals with delays greater than one hour increased 114 percent; and on-time gate arrivals within 15 minutes of scheduled time decreased from 69.7 percent to 61.2 percent. The average taxi-out delay increased 19 percent from 30 to almost 36 minutes. On- time departures within 15 minutes of scheduled time declined from 74.7 percent to 65.2 percent. Much of this delay is attributed to volume and is not likely to be entirely mitigated by short-term air traffic control procedural enhancements, airport or airspace efficiency gains, or airport infrastructure changes. For example, from February 2007 through July 2007, JFK's average airport capacity was 81 operations per hour while demand during the busiest hour, 4 p.m., was over 110 scheduled arrivals and departures during summer 2007. Adjacent hours had fewer scheduled flights but still above the average hourly capacity rate. Under a preliminary review of the schedule submissions for summer 2008, the FAA notes that there are proposed schedule increases by domestic carriers and foreign flag carriers. These proposed schedules will result in a significant increase of operations at JFK. While JFK has available capacity for additional flights during some periods of the day, certain hours are currently beyond capacity and would get only worse if the schedules were implemented as proposed. Thus, based on the level of congestion experienced this past summer season, the planned increases for next summer, and the decision to seek voluntary reductions of existing schedules from domestic operators through a scheduling reduction meeting,\1\ an immediate Level 3 designation is warranted.

The FAA publishes a monthly notice, as appropriate, of PFC approvals and disapprovals under the provisions of the Aviation Safety and Capacity Expansion Act of 1990 (Title IX of the Omnibus Budget Reconciliation Act of 1990) (Pub. L. 101-508) and Part 158 of the Federal Aviation Regulations (14 CFR Part 158). This notice is published pursuant to paragraph (d) of Sec. 158.29.

We propose to adopt a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Models 172R and 172S. This proposed AD would require you to inspect the fuel return line assembly for chafing; replace the fuel return line assembly if chafing is found; and inspect the clearance between the fuel return line assembly and both the right steering tube assembly and the airplane structure, adjusting as necessary. This proposed AD results from reports of chafed fuel return line assemblies, which were caused by the fuel return line assembly rubbing against the right steering tube assembly during full rudder pedal actuation. We are proposing this AD to detect and correct chafing of the fuel return line assembly, which could result in fuel leaking under the floor and fuel vapors entering the cabin. This condition could lead to fire under the floor or in the cabin area.

We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as:

The FAA is adopting a new airworthiness directive (AD) for GE CF6-80C2D1F turbofan engines, installed on, but not limited to, McDonnell Douglas Corporation MD-11 series airplanes. This AD requires removing previous software versions from the engine electronic control unit (ECU). Engines with new version software will have increased margin to flameout. This AD results from reports of engine flameout events during flight, including reports of events where all engines simultaneously experienced a flameout or other adverse operation. Although the root cause investigation is not yet complete, we believe that exposure to ice crystals during flight is associated with these flameout events. We are issuing this AD to minimize engine flameout caused by ice accretion and shedding during flight.

The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas airplanes, identified above. This AD requires a one-time inspection to determine the configuration of the airplane. This AD also requires repetitive inspections for cracking of the tee or angle doubler, and corrective actions if necessary. This AD results from a report indicating that numerous operators have found cracks on the tee. We are issuing this AD to detect and correct stress corrosion cracking of the tee or angle doubler installed on the flat aft pressure bulkhead. Cracking in this area could continue to progress and damage the adjacent structure, which could result in loss of structural integrity of the airplane.

The FAA proposes to adopt a new airworthiness directive (AD) for certain McDonnell Douglas Model MD-90-30 airplanes. This proposed AD would require replacement of the wire harness of the auxiliary hydraulic pump with a new wire harness, and routing the new wire harness outside of the tire burst area. This proposed AD results from fuel system reviews conducted by the manufacturer, as well as reports of shorted wires in the right wheel well and evidence of arcing on the power cables of the auxiliary hydraulic pump. We are proposing this AD to prevent shorted wires or electrical arcing at the auxiliary hydraulic pump, which could result in a fire in the wheel well. We are also proposing this AD to reduce the potential of an ignition source adjacent to the fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.

This action proposes to modify Restricted Area 3404 (R-3404) at Crane, IN. The United States (U.S.) Navy requests that the FAA take action to modify R-3404 for the protection of nonparticipating aircraft from fragments generated during the disposal of a variety of types of ordnance.

On May 18, 2006, the Federal Aviation Administration's Office of Airports (ARP) published a notice in the Federal Register. That Notice told interested parties about the availability of the Preamble for FAA Order 5050.4B, National Environmental Policy Act (NEPA) Implementing Instructions for Airport Actions (71 FR 29014). In that Preamble, ARP stated that it would prepare a desk reference to provide its staff and interested parties with information on integrating and complying with Federal environmental laws, regulations, and Executive Orders other than NEPA (71 FR 29015). Today's Notice alerts interested parties that ARP has prepared the desk reference, entitled ``Environmental Desk Reference for Airport Actions.'' Interested parties may review a copy of the document at the following Web site: https://www.faa.gov/airportsairtraffic/airports/ environmental/environmentaldeskref/. ARP will publish changes to the Desk Reference that may be needed to respond to changes in the laws, regulations, or Executive Orders the Desk Reference discusses.

The FAA is issuing this notice to advise the public of a second meeting of RTCA Special Committee 215, Aeronautical Mobile Satellite (Route) Services, Next Generation Satellite Services and Equipment.

The FAA will conduct a meeting to discuss flight restrictions at New York's John F. Kennedy International Airport (JFK) to reduce overscheduling and flight delays during peak hours of operation at that airport. This meeting is open to all scheduled air carriers, regardless of whether they currently provide scheduled service to JFK, and to the Port Authority of New York and New Jersey, which is the airport operator of JFK. Registration in advance of the meeting is requested. In addition, the FAA invites interested persons to submit written information on such schedule reductions. The FAA plans to issue its decision on scheduling limitations in a final order.

The FAA proposes to amend the Qualification Performance Standards (QPS) for flight simulation training devices (FSTD) and add a new level of simulation for helicopter flight training devices (FTD). The FAA proposes to codify existing practice by requiring all existing FSTD visual scenes that are beyond the number required for qualification to meet specified requirements. The proposal also reorganizes certain sections of the QPS appendices and provides additional information on validation tests, established parameters for tolerances, acceptable data formats, and the use of alternative data sources. The proposed changes would ensure that the training and testing environment is accurate and realistic, would codify existing practice, and would provide greater harmonization with the international standards document for simulation. None of these proposed technical requirements would apply to simulators qualified before May 30, 2008, except for the proposal to codify existing practice regarding certain visual scene requirements. The over-all impact of this proposal would result in minimal to no cost increases for manufacturers and sponsors.

This document proposes superseding an existing airworthiness directive (AD) for MD Helicopters, Inc. (MDHI) Model 600N helicopters. That AD currently requires interim initial and repetitive inspections of tailboom parts, installing six inspection holes in the aft fuselage skin panels, installing tailboom attachment bolt washers, modifying both access covers, and replacing broken attachment bolts. The current AD also provides for modifying the fuselage aft section as an optional terminating action. This proposal would mandate modifying the fuselage aft section within the next 24 months to strengthen the tailboom attachment fittings and upper longerons. The actions specified by the proposed AD are intended to prevent failure of the tailboom attachment fittings, separation of the tailboom from the helicopter, and subsequent loss of control of the helicopter.

We propose to supersede Airworthiness Directive (AD) 2007-13- 11, which applies to all Eclipse Aviation Corporation (Eclipse) Model EA500 airplanes. AD 2007-13-11 was prompted by reports of loss of primary airspeed indication due to freezing condensation within the pitot system. AD 2007-13-11 requires operational limitations consisting of operation only in day visual flight rules (VFR), allowing only a VFR flight plan, and maintaining operation with two pilots. Since we issued AD 2007-13-11, Eclipse has developed a design modification to the pitot/angle-of-attack (AOA) system to eliminate the possibility of freezing condensation within the pitot/AOA system. Eclipse is incorporating this modification during production on Model EA500 airplanes starting with serial number (S/N) 000065. Consequently, this proposed AD would limit the applicability to airplanes under S/N 000065 and require incorporating the modification. This proposed AD would also retain the operating limitations in AD 2007-13-11 until the modification is incorporated. We are proposing this AD to prevent long- term reliance on special operating limitations when a design change exists that would eliminate the need for the operating limitations. Incorporating the proposed modification would prevent loss of air pressure in the pitot system, which could cause erroneous AOA and airspeed information with consequent loss of control.

The Federal Aviation Administration (FAA) announces that it is reviewing a proposed noise compatibility program update that was submitted for Baltimore/Washington International Thurgood Marshall Airport under the provisions of 49 U.S.C. 47504 et. seq (the Aviation Safety and Noise Abatement Act, hereinafter referred to as ``the Act'') and 14 CFR part 150 by the Maryland Aviation Administration. This program was submitted subsequent to a determination by FAA that associated noise exposure maps submitted under 14 CFR part 150 for Baltimore/Washington International Thurgood Marshall Airport were in compliance with applicable requirements, effective April 3, 2006, Federal Register Doc. 06-3624. The proposed noise compatibility program update will be approved or disapproved on or before March 28, 2008.