[Federal Register Volume 81, Number 36 (Wednesday, February 24, 2016)]
[Notices]
[Page 9181]
[FR Doc No: 2016-03825]

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DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

[Docket No. OR16-11-000]

Platte River Midstream, LLC; Notice of Petition for Declaratory
Order

    Take notice that on February 18, 2016, pursuant to Rule 207(a)(2)
of the Federal Energy Regulatory Commission's (Commission) Rules of
Practice and Procedure, 18 CFR 385.207(a)(2) (2015), Platte River
Midstream, LLC, filed a petition for a declaratory order seeking an
order approving overall tariff and rate structure for a new crude oil
gathering pipeline system that will gather crude oil produced from
various points in Weld County, Colorado and transport it to a central
delivery point near Lucerne, Weld County, Colorado, all as more fully
explained in the petition.
    Any person desiring to intervene or to protest this filing must
file in accordance with Rules 211 and 214 of the Commission's Rules of
Practice and Procedure (18 CFR 385.211, 385.214). Protests will be
considered by the Commission in determining the appropriate action to
be taken, but will not serve to make protestants parties to the
proceeding. Any person wishing to become a party must file a notice of
intervention or motion to intervene, as appropriate. Such notices,
motions, or protests must be filed on or before the comment date.
Anyone filing a motion to intervene or protest must serve a copy of
that document on the Petitioner.
    The Commission encourages electronic submission of protests and
interventions in lieu of paper using the ``eFiling'' link at http://www.ferc.gov. Persons unable to file electronically should submit an
original and 5 copies of the protest or intervention to the Federal
Energy Regulatory Commission, 888 First Street NE., Washington, DC
20426.
    This filing is accessible on-line at http://www.ferc.gov, using the
``eLibrary'' link and is available for review in the Commission's
Public Reference Room in Washington, DC. There is an ``eSubscription''
link on the Web site that enables subscribers to receive email
notification when a document is added to a subscribed docket(s). For
assistance with any FERC Online service, please email
<EMAIL_ADDRESS>or call<PHONE_NUMBER> (toll free). For
TTY, call<PHONE_NUMBER>.
    Comment Date: 5:00 p.m. Eastern time on March 18, 2016.

    Dated: February 18, 2016.
Nathaniel J. Davis, Sr.,
Deputy Secretary.
[FR Doc. 2016-03825 Filed 2-23-16; 8:45 am]
 BILLING CODE 6717-01-P


                 UNITED STATES ENVIRONMENTAL PROTECTION AGENCY                                   REGION III 	1650 Arch Street 	Philadelphia, Pennsylvania  19103

DATE:

SUBJECT:	Memorandum in Support of the Proposed Approval of West Virginia's Regional Haze Progress Report

FROM:	Asrah Khadr, Environmental Engineer, EIT		             Office of Air Program Planning

TO:	File 			 THRU:  	Marilyn Powers, Acting Associate Director			              Office of Air Program Planning                           Introduction:

In 2005, Environmental Protection Agency (EPA) issued regulations allowing states to rely on the Clean Air Interstate Rule (CAIR) to meet certain requirements of the Regional Haze Rule (70 FR 39104, July 6, 2005).  These requirements are known as Best Available Retrofit Technology (BART).  A number of states, including West Virginia, submitted regional haze SIPs consistent with these regulatory provisions.  CAIR, however, was remanded to EPA in 2008, North Carolina v. EPA, 550 F.3d 1176, 1178 (D.C. Cir. 2008), and replaced by the Cross State Air Pollution Rule (CSAPR).

CSAPR/CAIR:

CSAPR budgets for West Virginia were adopted in 2011 and set to go into place in 2012.  After a series of court orders and decisions, EPA delayed the start of CSAPR by three years.  Budgets for West Virginia have not changed since 2012.  Thus, CSAPR emission limits will apply as they were intended starting 2015, instead of 2012.  Any reductions in budgets occur at the same three year lag.

Although the implementation of CSAPR was tolled for three years, the Rule is now being implemented, and by 2018, the end of the first regional haze implementation period, CSAPR will reduce emissions of SO2 and NOx from electric generating units (EGUs) in West Virginia by the same amount assumed by EPA when it issued the CSAPR FIP for West Virginia in June 2012.  See 76 FR 48208 (CSAPR promulgation) and 77 FR 33642 (limited disapproval of West Virginia regional haze SIP and FIP for West Virginia for certain regional haze requirements).   The following table shows that 2013 emissions are lower than prior CAIR budgets.  It also shows that CSAPR budgets are lower than CAIR budgets.

WV EGU emissions, budgets and assurance levels (in tons):   2013 CAIR emissions 2009 - 2014 CAIR budget 2015 and thereafter CAIR budget 2015 and 2016 CSAPR budget 2017 and thereafter CSAPR budget CSAPR Variability CSAPR Assurance level (beginning in 2017) NOx annual 58,101 74,220 61,850 59,472 54,582 9,825 64,407 NOx ozone season 25,470 26,859 26,525 25,283 23,291 4,891 28,182 SO2 86,201 215,881 15,1117 146,174 75,668 13,620 89,288

Conclusion:

Although the implementation of CSAPR was tolled for three years, the Rule is now being implemented, and by 2018, the end of the first regional haze implementation period, CSAPR will reduce emissions of SO2 and NOx from EGUS in West Virginia by the same amount assumed by EPA when it issued the CSAPR FIP for West Virginia in June 2012.

Notes:    * For CAIR programs, the most recent data year is 2013.    * CSAPR Assurance level = CSAPR budget + CSAPR variability.  Beginning in 2017, West Virginia (WV) sources in aggregate will be able to emit up to the WV assurance levels and will face automatic penalties for exceeding those levels.    * The CAIR ozone season budget has an additional 2,184 tons each year for non EGUs in the CAIR ozone season program that WV chose to add to comply with the NOx SIP Call.  This is not available in CSAPR, so for this comparison it was not included in the CAIR ozone season budget totals.  Those sources will be capped at 2, 184 tons per ozone season into the future.


                                 ADDENDUM TO:
                        DRAFT EPA NEW ENGLAND REGIONAL
                            CLIMATE ADAPTATION PLAN

                               NOVEMBER 6, 2013

Update to p.21:
      The Connecticut Climate Change Preparedness Plan was finalized in July 2013.  This final plan is accessible at http://www.ct.gov/deep/lib/deep/climatechange/connecticut_climate_preparedness_plan_2011.pdf
Update to p. 23:
      Final Connecticut Climate Change Preparedness Plan, 2013, is accessible at: http://www.ct.gov/deep/lib/deep/climatechange/connecticut_climate_preparedness_plan_2011.pdf
      The Impacts of Climate Change on Connecticut Agriculture, Infrastructure, Natural Resources and Public Health, 2010 is accessible at: http://www.ct.gov/deep/lib/deep/climatechange/impactsofclimatechange.pdf
Update to p. 65, reference 67:
	Maine's Climate Future: an Initial Assessment, 2009, is accessible at:
      http://climatechange.umaine.edu/files/Maines_Climate_Future.pdf


[Federal Register: September 2, 2010 (Volume 75, Number 170)]
[Rules and Regulations]
[Page 53863-53864]
[DOCID:fr02se10-11]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 73

[Docket No. FAA-2010-0693; Airspace Docket No. 10-ASW-6]
RIN 2120-AA66

Amendment of Restricted Area R-5113; Socorro, NM

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action changes the using agency of Restricted Area R-
5113, Socorro, NM, to ``U.S. Air Force, Air Force Research
Laboratory.'' There are no changes to the boundaries; designated
altitudes; time of designation; or activities conducted within the
affected restricted area.

DATES: Effective date 0901 UTC, November 18, 2010.

FOR FURTHER INFORMATION CONTACT: Colby Abbott, Airspace and Rules
Group, Office of System Operations Airspace and AIM, Federal Aviation
Administration, 800 Independence Avenue, SW., Washington, DC 20591;
telephone:<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

History

    On March 3, 2010, the U. S. Navy requested that the FAA change the
name of the using agency for Restricted Area R-5113 at Socorro, NM, to
``U.S. Air Force, Air Force Research Laboratory.'' This change is
required to reflect the change in the military service overseeing the
continued lightning research work performed by New Mexico Tech
University and the National Science Foundation.

The Rule

    This action amends Title 14 Code of Federal Regulations (14 CFR)
part 73 by amending the using agency for Restricted Area R-5113 at
Socorro, NM, from ``U.S. Navy, Office of Naval Research, Atmospheric
Sciences'' to ``U.S. Air Force, Air Force Research Laboratory.'' This
is an administrative change and does not affect the boundaries,
designated altitudes, or activities conducted within the restricted
area; therefore, notice and public procedures under 5 U.S.C. 553(b) are
unnecessary.
    Section 73.51 of Title 14 CFR part 73 was republished in FAA Order
7400.8S, effective February 16, 2010.
    The FAA has determined that this action 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 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 amends Restricted Area R-5113 in Socorro, NM.

Environmental Review

    The FAA has determined that this action qualifies for categorical
exclusion under the National Environmental Policy Act in accordance
with FAA Order 1050.1E, Environmental Impacts: Policies and Procedures,
paragraph 311d. This airspace action is an administrative change to the
descriptions of the affected restricted area to update the using agency
name. It does not alter the dimensions, altitudes, or times of
designation of the airspace; therefore, it 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 73

    Airspace, Prohibited areas, Restricted areas.

Adoption of the Amendment

0
In consideration of the foregoing, the Federal Aviation Administration
amends 14 CFR part 73, as follows:

PART 73--SPECIAL USE AIRSPACE

0
1. The authority citation for part 73 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.

Sec.  73.51  [Amended]

0
2. Section 73.51 is amended as follows:
* * * * *

R-5113  Socorro, NM [Amended]

* * * * *
    By removing the words ``Using Agency. U.S. Navy, Office of Naval
Research, Atmospheric Sciences'' and inserting the words ``Using
Agency. U.S. Air Force, Air Force Research Laboratory.''

    Issued in Washington, DC, on August 23, 2010.
Edith V. Parish,
Manager, Airspace and Rules Group.
[FR Doc. 2010-21928 Filed 9-1-10; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 86, Number 42 (Friday, March 5, 2021)]
[Proposed Rules]
[Pages 12857-12862]
[FR Doc No: 2021-03954]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2020-1182; Product Identifier 2018-SW-036-AD]
RIN 2120-AA64

Airworthiness Directives; Airbus Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to supersede Airworthiness Directive (AD)
2016-08-20 for certain Airbus Helicopters (previously Eurocopter
France) EC130B4 and EC130T2 helicopters. AD 2016-08-20 requires
repetitively inspecting the tail boom to Fenestron junction frame
(junction frame) for a crack. Since the FAA issued AD 2016-08-20,
additional cracks have been reported and a design change that modifies
the junction frame has become available. This proposed AD would
continue to require inspecting the junction frame with the horizontal
stabilizer removed, and would propose to expand the applicability,
revise the compliance time and the inspection procedures for inspecting
the junction frame, add inspection procedures for certain helicopters,
allow repair of the junction frame, and would require modifying and
then repetitively inspecting the junction frame and reporting certain
information. The actions of this proposed AD are intended to address an
unsafe condition on these products.

DATES: The FAA must receive comments on this proposed AD by April 5,
2021.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Docket: Go to https://www.regulations.gov. Follow the online instructions for sending your
comments electronically.
     Fax:<PHONE_NUMBER>.
     Mail: Send comments to the U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590-0001.
     Hand Delivery: Deliver to the ``Mail'' address between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.

Examining the AD Docket

    You may examine the AD docket on the internet at https://

www.regulations.gov by searching for and locating Docket No. FAA-2020-
1182; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this proposed AD, the European Aviation Safety Agency (now European
Union Aviation Safety Agency) (EASA) AD, any comments received, and
other information. The street address for Docket Operations is listed
above. Comments will be available in the AD docket shortly after
receipt.
    For service information identified in this proposed rule, contact
Airbus Helicopters, 2701 N. Forum Drive, Grand Prairie, TX 75052;
telephone<PHONE_NUMBER> or<PHONE_NUMBER>; fax<PHONE_NUMBER>; or at https://www.airbus.com/helicopters/services/technical-support.html. You may
view the referenced service information at the FAA, Office of the
Regional Counsel, Southwest Region, 10101 Hillwood Pkwy., Room 6N-321,
Fort Worth, TX 76177.

FOR FURTHER INFORMATION CONTACT: Kristi Bradley, Aviation Safety
Engineer, General Aviation & Rotorcraft Section, International
Validation Branch, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177;
telephone<PHONE_NUMBER>; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Comments Invited

    The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under ADDRESSES. Include Docket No. FAA-2020-1182; Product Identifier
2018-SW-036-AD at the beginning of your comments. The most helpful
comments reference a specific portion of the proposal, explain the
reason for any recommended change, and include supporting data.
    Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The agency will also post a report summarizing each
substantive verbal contact received about this proposal.

Confidential Business Information

    CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this NPRM contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this NPRM, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this NPRM. Submissions containing CBI should be sent to
Kristi Bradley, Aviation Safety Engineer, General Aviation & Rotorcraft
Section, International Validation Branch, FAA, 10101 Hillwood Pkwy.,
Fort Worth, TX 76177; telephone<PHONE_NUMBER>; email
<EMAIL_ADDRESS>Any commentary that the FAA receives which is
not specifically designated as CBI will be placed in the public docket
for this rulemaking.

Discussion

    The FAA issued AD 2016-08-20, Amendment 39-18497 (81 FR 26103, May
2, 2016) (2016-08-20), for Airbus Helicopters Model EC130B4 and EC130T2
helicopters with a junction frame that has 690 or more hours time-in-
service (TIS) installed. AD 2016-08-20 requires dye penetrant and
borescope inspecting around the circumference of the junction frame for
a crack and replacing any cracked junction frame. AD 2016-08-20 was
prompted by EASA AD 2015-0033-E, dated February 24, 2015 (EASA AD 2015-
0033-E), issued by EASA, which is the Technical Agent for the Member
States of the European Union, to supersede an existing EASA AD. EASA
had determined that it was necessary to define an inspection interval
in sling cycles in addition to the existing flight hour inspection
interval. EASA also acknowledged an alternative method to inspect from
the outside of the tail boom.

Actions Since AD 2016-08-20 Was Issued

    Since the FAA issued AD 2016-08-20, EASA has issued a series of
ADs, the most recent being EASA AD 2018-0104, dated May 4, 2018 (EASA
AD 2018-0104), to correct an unsafe condition for Airbus Helicopters
(formerly Eurocopter, Eurocopter France) Model EC 130 B4 and EC 130 T2
helicopters, all serial numbers, except those with Airbus modification
(MOD) 074775 installed. EASA's initial AD was prompted by two incidents
of crack propagation through the junction frame that initiated in the
lower right-hand side between the web and the flange where the lower
spar of the tail boom is joined. EASA states the cracks were of a
significant length and not visible from the outside of the helicopter.
EASA advised that this condition, if not detected, could lead to
structural failure, possibly resulting in Fenestron detachment and
consequent loss of control of the helicopter.
    Following EASA AD 2015-0033-E, EASA revised its AD to EASA AD 2015-
0033R1, dated May 3, 2016 (EASA AD 2015-0033R1), which was prompted by
the determination that it was not necessary to inspect junction frames
that had accumulated less than 1,200 flight hours. Accordingly, EASA AD
2015-0033R1 extended the inspection threshold from 700 flight hours to
1,200 flight hours. Thereafter, EASA issued EASA AD 2016-0240, dated
December 2, 2016 (EASA AD 2016-0240) to supersede EASA AD 2015-0033R1.
EASA AD 2016-0240 was prompted by a third incident of cracking in the
same area of the junction frame as the first two incidents.
Investigation determined that detection of the crack was delayed
because of insufficient cleaning of the inspection area inside the
junction frame. For that reason, EASA AD 2016-0240 retained the
requirements of EASA AD 2015-0033R1 and added additional cleaning
requirements before inspecting. After EASA AD 2016-0240 was issued, a
fourth incident of cracking in the same area of the junction frame as
the first three incidents was reported. This fourth incident prompted
EASA to issue EASA AD 2017-0066-E, dated April 21, 2017 (EASA AD 2017-
0066-E) to supersede EASA AD 2016-0240. This fourth incident occurred
on a junction frame that had accumulated significantly less flight
hours than the first three incidents. In light of this, EASA AD 2017-
0066-E retained the requirements of EASA AD 2016-0240 and reduced the
inspection threshold. Shortly after, EASA issued EASA AD 2017-0080,
dated May 5, 2017 (EASA AD 2017-0080) to supersede EASA AD 2017-0066-E.
EASA AD 2017-0080 was prompted by the determination that improved
procedures to remove the horizontal stabilizer before cleaning and
inspecting were necessary for certain helicopters. Accordingly, EASA AD
2017-0080 retained the requirements of EASA AD 2017-0066-E and added
the improved procedures. Since EASA issued EASA AD 2017-0080, Airbus
Helicopters developed MOD 074775, which consists of the installation of
four carbon patches at the junction frame. Installation of MOD 074775,
either in production or by retrofit, constitutes terminating action for
the repetitive

inspections. Based on the latest information, EASA determined that
continued inspections may not adequately address the long-term risk and
requires modifying the affected helicopters, which also terminates the
repetitive inspections of the pre-modified configuration. Accordingly,
EASA issued EASA AD 2018-0104 to supersede EASA AD 2017-0080 to require
installation of MOD 074775.
    Also since the FAA issued AD 2016-08-20, it has been determined
that the dye penetrant inspections required by AD 2016-08-20 are
unnecessary because visual inspections are adequate to inspect for
cracks in the affected area instead.
    As a result of the EASA-issued ADs and the further incidents of
cracked junction frames, this proposed AD proposes to expand the
applicability to include all Airbus Helicopters Model EC130B4 and
EC130T2 helicopters with a junction frame, regardless of how many hours
TIS have accumulated on the junction frame; revise the compliance time
to inspect the junction frame with the horizontal stabilizer removed to
depend on the hours TIS accumulated on the junction frame; change the
inspection of the junction frame with the horizontal stabilizer removed
from the dye-penetrant inspection required by AD 2016-08-20 to a visual
inspection; add inspection procedures for helicopters with a skin cut-
out at the junction frame; allow repairing a junction frame in
accordance with an FAA approved repair procedure; require the
installation of MOD 074775 or the four carbon patches reinforcements;
and require repetitive inspections of a modified junction frame.

FAA's Determination

    These helicopters have been approved by EASA and are approved for
operation in the United States. Pursuant to the FAA's bilateral
agreement with the European Union, EASA has notified the FAA of the
unsafe condition described in its AD. The FAA is proposing this AD
after evaluating all of the information provided by EASA and
determining the unsafe condition exists and is likely to exist or
develop on other helicopters of these same type designs.

Related Service Information Under 1 CFR Part 51

    Airbus Helicopters has issued Emergency Alert Service Bulletin No.
05A017, Revision 7, dated March 21, 2018, for Model EC130 B4 and T2
helicopters without MOD 074775 installed. This service information
specifies procedures for cleaning inside the junction frame, inspecting
the junction frame from the inside of the tail boom with the horizontal
stabilizer both removed and installed for a crack, and inspecting the
junction frame from the outside of the tail boom for a crack.
    Airbus Helicopters has issued Service Bulletin No. EC130-53-036,
Revision 4, dated April, 28, 2020, for Model EC130 B4 and T2
helicopters without MOD 074609 or 074775 installed and on which the
skin of the junction frame area has not been repaired. This service
information specifies procedures to reinforce the junction frame (MOD
074775) by replacing the two lateral splices which join the skins with
four carbon patches (left-hand side, right-hand side, and lower sides).
    This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.

Other Related Service Information

    Airbus Helicopters has issued Service Bulletin No. EC130-53-029,
Revision 1, dated January 27, 2016. This service information specifies
procedures to make a cut-out of the splice and skin at the junction
frame (MOD 350A087421).
    Airbus has issued EC 130 B4 Chapter 4, Airworthiness Limitations
Section, Revision 11, dated January 19, 2019 and EC 130 T2 Chapter 4,
Airworthiness Limitations Section, Revision 9, dated September 9, 2019,
which specify visually checking the junction frame for cracks at an
interval of 600 flight hours with a margin of 60 flight hours.
    Airbus Helicopters has also issued Section 55-11-00, 6-4--
Horizontal Stabilizer--Inspection/Check, of Aircraft Maintenance Manual
EC130, dated November 9, 2017, which specifies procedures for cleaning
inside the junction frame and inspecting the junction frame from the
inside of the tail boom with the horizontal stabilizer removed.

Proposed AD Requirements

    This proposed AD would require:
     For helicopters without MOD 074775, or MOD AH 350A087421
or SB EC130-53-029 installed, at a compliance time based on the hours
TIS accumulated on the junction frame, removing the horizontal
stabilizer, cleaning the junction frame, and visually inspecting the
junction frame area for a crack, paying particular attention to the
area around the 4 spars.
    [cir] Following the initial visual inspection, within 25 hours TIS
or 390 sling cycles, whichever comes first, and thereafter at intervals
not exceeding 25 hours TIS or 390 sling cycles, whichever comes first,
either repeating the initial visual inspection, or, if the surface area
is clean, borescope inspecting the junction frame area for a crack,
paying particular attention to the area around the 4 spars.
    [cir] Also following the initial visual inspection, within 150
hours TIS and thereafter at intervals not to exceed 150 hours TIS,
repeating the initial visual inspection.
     For helicopters without MOD 074775 installed, but with MOD
AH 350A087421 or SB EC130-53-029 installed, before the junction frame
accumulates 350 hours TIS or within 10 hours TIS, whichever occurs
later, visually inspecting for a crack on the junction frame area in
each skin cut-out area.
    [cir] Following the initial visual inspection, within 10 hours TIS
or 250 sling cycles, whichever occurs first, and thereafter at
intervals not exceeding 10 hours TIS or 250 sling cycles, whichever
occurs first, repeating the initial visual inspection.
    [cir] Also following the initial visual inspection, within 660
hours TIS and thereafter at intervals not to exceed 660 hours TIS,
removing the horizontal stabilizer, cleaning the junction frame, and
dye-penetrant inspecting the junction frame area for a crack, paying
particular attention to the area around the 4 spars.
     If there is a crack, replacing or repairing the junction
frame in accordance with an FAA approved repair procedure before
further flight. Repairing the junction frame would not constitute
terminating action for the requirements of this proposed AD.
     For helicopters without MOD 074775 installed, with or
without MOD AH 350A087421 or SB EC130-53-029 installed, without MOD
074609 or SB 53-024 installed, and on which the skin of the junction
frame area has never been repaired, installing MOD 074775 within 24
months as of the effective date of this AD and reporting certain
information to Airbus Helicopters within 30 days after installing MOD
074775.
     For helicopters without MOD 074775 installed, with MOD
074609 or SB 53-024 installed, or on which the skin of the junction
frame area has been previously repaired at any time, reinforcing the
junction frame by replacing the two lateral splices which join the
skins with four carbon patches (left-hand side, right-hand side, and
lower sides) within 24 months as of the effective date of this AD.
     For helicopters with MOD 074775 installed or with the four
carbon patches reinforcements installed, but without

MOD 074581 for Model EC130T2 helicopters, within 600 hours TIS after
the installation of MOD 074775 or the reinforcement, and thereafter at
intervals not exceeding 600 hours TIS, visually inspect the junction
frame area for a crack. If there is a crack, replacing or repairing the
junction frame in accordance with an FAA approved repair procedure
before further flight. Repairing the junction frame would not
constitute terminating action for the requirements of this proposed AD.

Differences Between This Proposed AD and the EASA AD

    EASA AD 2018-0104 does not apply to helicopters with MOD 074775,
whereas this proposed AD does. EASA AD 2018-0104 requires performing a
local non-destructive inspection if in doubt about if there is a crack,
whereas this proposed AD does not. EASA AD 2018-0104 allows the pilot
to visually inspect the junction frame from outside the tail boom for a
crack, whereas this proposed AD does not. EASA AD 2018-0104 requires
contacting Airbus Helicopters if any crack is detected, whereas this
proposed AD would require replacing or repairing the junction frame in
accordance with an FAA approved repair procedure instead. This proposed
AD would require a repetitive inspection for helicopters with MOD
074775 installed, whereas the EASA AD does not.

Costs of Compliance

    The FAA estimates that this proposed AD affects 263 helicopters of
U.S. Registry. Labor costs are estimated at $85 per work-hours. Based
on these numbers, the FAA estimates that operators may incur the
following costs in order to comply with this proposed AD.
    Cleaning and inspecting the junction frame area with the horizontal
stabilizer removed would take about 1 work-hour for an estimated cost
of $85 per helicopter and $22,355 for the U.S. fleet, per inspection
cycle.
    Internally borescope inspecting the junction frame area with the
horizontal stabilizer installed would take about 0.5 work hour for an
estimated cost of $43 per helicopter and $11,309 for the U.S. fleet,
per inspection cycle.
    If applicable, cleaning and inspecting the junction frame area in
each skin cut-out area would take about 1.25 work-hour for an estimated
cost of $106 per helicopter and $27,878 for the U.S. fleet, per
inspection cycle.
    Modifying the junction frame skin reinforcements would take about
90 work-hours and parts cost about $10,000 for an estimated cost of
$17,650 per helicopter and $4,641,950 for the U.S. fleet. Reporting
certain information would take about 1 work-hour for an estimated cost
of $85 per helicopter and $22,355 for the U.S. fleet. Inspecting the
modified junction frame area would take about 1 work-hour for an
estimated cost of $85 per helicopter and $22,355 for the U.S. fleet,
per inspection cycle.
    If required, repairing or replacing the junction frame would take
up to 50 work-hours and parts would cost about $60,000 for an estimated
cost of $64,250 per helicopter.
    According to Airbus Helicopters' service information, some of the
costs of this proposed AD may be covered under warranty, thereby
reducing the cost impact on affected individuals. The FAA does not
control warranty coverage by Airbus Helicopters. Accordingly, the FAA
has included all costs in this cost estimate.

Paperwork Reduction Act

    A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a current valid OMB Control Number. The OMB
Control Number for this information collection is 2120-0056. Public
reporting for this collection of information is estimated to be
approximately 1 hour per response, including the time for reviewing
instructions, searching existing data sources, gathering and
maintaining the data needed, and completing and reviewing the
collection of information. All responses to this collection of
information are mandatory. Send comments regarding this burden estimate
or any other aspect of this collection of information, including
suggestions for reducing this burden, to: Information Collection
Clearance Officer, Federal Aviation Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177-1524.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. 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.
    The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.

Regulatory Findings

    The FAA determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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.
    For the reasons discussed, I certify that this proposed regulation:
    1. Is not a ``significant regulatory action'' under Executive Order
12866,
    2. Will not affect intrastate aviation in Alaska, 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.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13   [Amended]

0
2. The FAA amends Sec.  39.13 by:
0
a. Removing Airworthiness Directive (AD) 2016-08-20, Amendment 39-18497
(81 FR 26103, May 2, 2016); and
0
b. Adding the following new AD:

Airbus Helicopters: Docket No. FAA-2020-1182; Product Identifier
2018-SW-036-AD.

(a) Applicability

    This airworthiness directive (AD) applies to Airbus Helicopters
Model EC130B4 and EC130T2 helicopters, certificated in any category,
with a tail boom to Fenestron junction frame (junction frame).

(b) Unsafe Condition

    This AD defines the unsafe condition as a crack in the junction
frame. This condition could result in failure of the junction frame,
which could result in loss of the Fenestron and subsequent loss of
control of the helicopter.

(c) Affected ADs

    This AD supersedes AD 2016-08-20, Amendment 39-18497 (81 FR
26103, May 2, 2016).

(d) Comments Due Date

    The FAA must receive comments by April 5, 2021.

(e) 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.

(f) Required Actions

    (1) For helicopters without modification (MOD) 074775, or MOD AH
350A087421 or SB EC130-53-029 installed, at the compliance time
specified by the hours time-in-service (TIS) accumulated on the
junction frame in Figure 1 to this paragraph, do the following:
[GRAPHIC] [TIFF OMITTED] TP05MR21.008

    (i) Remove the horizontal stabilizer; using a clean, lint-free,
white cloth soaked with liquid Methyl Ethyl Ketone (MEK), clean the
inside of the junction frame (a) as shown in Figure 1 of Airbus
Helicopters Emergency Alert Service Bulletin No. 05A017, Revision 7,
dated March 21, 2018 (EASB 05A017, Rev 7); and visually inspect for
cracking around the circumference of the junction frame, in the web
of the junction frame (a) and in the radius between the web and the
flange of the tail boom side as shown in Figure 1 EASB 05A017, Rev
7. Pay particular attention to the area around the 4 spars (b) as
shown in Figure 1 of EASB 05A017, Rev 7. Examples of cracks are
shown in Figure 3 of EASB 05A017, Rev 7. If there is a crack, before
further flight, replace or repair the junction frame in accordance
with an FAA approved repair procedure. Repairing or replacing the
junction frame does not constitute terminating action for the
requirements of this AD.
    (ii) Thereafter following paragraph (f)(1)(i) of this AD, within
25 hours TIS or 390 sling cycles for helicopters that perform
external load carrying operations, whichever occurs first, and
thereafter at intervals not exceeding 25 hours TIS or 390 sling
cycles, whichever occurs first, either perform the actions of
paragraph (f)(1)(i) of this AD or, if the surface of the junction
frame area is clean, use a borescope through the horizontal
stabilizer opening to borescope inspect for a crack around the
circumference of the junction frame, and in the web of the junction
frame (a) and in the radius between the web and the flange on the
tail boom side as shown in Figure 2 EASB 05A017, Rev 7. Pay
particular attention to the area around the 4 spars (b) of Figure 2
of EASB 05A017, Rev 7. Examples of cracks are shown in Figure 3 of
EASB 05A017, Rev 7. For purposes of this AD, a sling cycle is
defined as one landing with or without stopping the rotor or one
external load-carrying operation; an external load-carrying
operation occurs each time a helicopter picks up an external load
and drops it off. If there is a crack, before further flight,
replace or repair the junction frame in accordance with an FAA
approved repair procedure. Repairing or replacing the junction frame
does not constitute terminating action for the requirements of this
AD.
    (iii) Thereafter following paragraph (f)(1)(i) of this AD,
within 150 hours TIS and thereafter at intervals not to exceed 150
hours TIS, accomplish the actions required by paragraph (f)(1)(i) of
this AD. Accomplishment of this paragraph constitutes compliance for
an instance of paragraph (f)(1)(ii) of this AD.
    (2) For helicopters without MOD 074775 installed, but with MOD
AH 350A087421 or SB EC130-53-029 installed, before the junction
frame accumulates 350 hours TIS or within 10 hours TIS, whichever
occurs later:
    (i) Visually inspect for cracking on the junction frame (a) in
the upper and lower right-hand side and upper and lower left-hand
side areas of the skin cut-out as shown in Detail A, Figure 4 of
EASB 05A017, Rev 7. If there is a crack, before further flight,
replace or repair the junction frame in accordance with an FAA
approved repair procedure. Repairing or replacing the junction frame
does not constitute terminating action for the requirements of this
AD.
    (ii) Thereafter following paragraph (f)(2)(i) of this AD, within
10 hours TIS or 250 sling cycles for helicopters that perform
external load carrying operations, whichever occurs first, and
thereafter at intervals not exceeding 10 hours TIS or 250 sling
cycles, whichever occurs first, accomplish the actions required by
paragraph (f)(2)(i) of this AD.
    (iii) Thereafter following paragraph (f)(2)(i) of this AD,
within 660 hours TIS and thereafter at intervals not to exceed 660
hours TIS, accomplish the actions required by paragraph (f)(1)(i) of
this AD. Accomplishment of this paragraph constitutes compliance for
an instance of paragraph (f)(2)(ii) of this AD.
    (3) For helicopters without MOD 074775 installed, with or
without MOD AH 350A087421 or SB EC130-53-029 installed, without MOD
074609 or SB 53-024 installed, and on which the skin of the junction
frame area has never been repaired, within 24 months as of the
effective date of this AD, install MOD 074775 by following the
Accomplishment Instructions, paragraphs 3.B.2.a. through g., of
Airbus Helicopters Service Bulletin No. EC130-53-036, Revision 4,
dated April, 28, 2020 (ASB EC130-53-036, Rev 4), except where ASB
EC130-53-036, Rev. 4 specifies to certain discard parts, you are
required to remove those parts from service instead and where ASB
EC130-53-036, Rev 4. specifies contacting Airbus Helicopters for
corrective action, the corrective action must be accomplished using
a method approved by the FAA. Where ASB EC130-53-036, Rev 4,
specifies completing the table in Appendix 4.H. under paragraph
3.B.2.g., complete and return the table to Airbus Helicopters within
30 days after installing MOD 074775. Installation of MOD 074775
constitutes terminating action for the inspections required by
paragraphs (f)(1) and (2) of this AD.
    (4) For helicopters without MOD 074775 installed, with MOD
074609 or SB 53-024 installed, or on which the skin of the junction
frame area has been previously repaired at any time, within 24
months as of the effective date of this AD, reinforce the junction
frame by replacing the two lateral splices which join the skins with
four carbon patches (left-hand side, right-hand side, and lower
sides) in accordance with an FAA approved corrective procedure.
Installation

of this reinforcement constitutes terminating action for the
inspections required by paragraphs (f)(1) and (2) of this AD.
    (5) For Model EC130B4 helicopters with MOD 074775 installed or
with the reinforcement that is required by paragraph (f)(4) of this
AD; and for Model EC130T2 helicopters with MOD 074775 installed or
with the reinforcement that is required by paragraph (f)(4) of this
AD, but without MOD 074581 installed:
    (i) Within 600 hours TIS after the installation of MOD 074775 or
the reinforcement that is required by paragraph (f)(4) of this AD,
and thereafter at intervals not exceeding 600 hours TIS, perform the
actions of paragraph (f)(1)(i) of this AD.
    (ii) If there is a crack, before further flight, replace or
repair the junction frame in accordance with an FAA approved repair
procedure. Repairing the junction frame does not constitute
terminating action for the requirements of this AD.

(g) Special Flight Permits

    Special flight permits are prohibited.

(h) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, International Validation Branch, FAA, may
approve AMOCs for this AD. Send your proposal to: Kristi Bradley,
Aviation Safety Engineer, General Aviation & Rotorcraft Section,
International Validation Branch, FAA, 10101 Hillwood Pkwy., Fort
Worth, TX 76177; telephone<PHONE_NUMBER>; email
<EMAIL_ADDRESS>    (2) For operations conducted under a 14 CFR part 119 operating
certificate or under 14 CFR part 91, subpart K, the FAA suggests
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.

(i) Additional Information

    (1) Airbus Helicopters Service Bulletin No. EC130-53-029,
Revision 1, dated January 27, 2016, Airbus EC 130 B4 Chapter 4,
Airworthiness Limitations Section, Revision 11, dated January 19,
2019, Airbus EC 130 T2 Chapter 4, Airworthiness Limitations Section,
Revision 9, dated September 9, 2019, and Section 55-11-00, 6-4-
Horizontal Stabilizer--Inspection/Check, of Aircraft Maintenance
Manual EC130, dated November 9, 2017, which are not incorporated by
reference, contain additional information about the subject of this
AD. For service information identified in this AD, contact Airbus
Helicopters, 2701 N. Forum Drive, Grand Prairie, TX 75052; telephone
972-641-0000 or<PHONE_NUMBER>; fax<PHONE_NUMBER>; or at https://www.airbus.com/helicopters/services/technical-support.html. You may
view a copy of the service information at the FAA, Office of the
Regional Counsel, Southwest Region, 10101 Hillwood Pkwy., Room 6N-
321, Fort Worth, TX 76177.
    (2) The subject of this AD is addressed in European Aviation
Safety Agency (now European Union Aviation Safety Agency) (EASA)
2018-0104, dated May 4, 2018. You may view the EASA AD on the
internet at https://www.regulations.gov by searching for and
locating it in Docket No. FAA-2020-1182.

(j) Subject

    Joint Aircraft Service Component (JASC) Code: 5302, Rotorcraft
Tail Boom.

    Issued on February 19, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2021-03954 Filed 3-4-21; 8:45 am]
BILLING CODE 4910-13-P