Federal Register / Vol. 76, No. 6 / Monday, January 10, 2011 / Rules and Regulations 1351 

TABLE 1—APPLICABILITY

Model Serial Nos. 

LC41–550FG ......... 41028, 41705, 411114, 

411160, 411161, 

411162, 411163, 

411164, 411165, 

411167, 411170, and 

411171. 

LC42–550FG ......... 42517. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 57, Wings. 

Unsafe Condition 

(e) This AD was prompted by a Cessna 

Model LC41–550FG airplane that suffered a 

significant structural failure in the wing 

during a production acceptance flight test. 

The wing skin disbonded from the upper 

forward wing spar. The length of the disbond 

was approximately 7 feet. We are issuing this 

AD to prevent catastrophic failure of the 

wing due to disbonding of the wing skin from 

the wing spar. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Operation Restriction 

(g) As of the effective date of this AD, do 

not operate the airplane without written 

approval from the Manager, Wichita Aircraft 

Certification Office (ACO). This written 

approval must clearly state that operation is 

approved per AD 2010–26–54. 

Special Flight Permit 

(h) A special flight permit requires written 

approval from the Manager, Wichita ACO. 

This written approval must clearly state that 

operation is approved per AD 2010–26–54. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Wichita ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

(2) Before using any approved AMOC, 

notify your Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

Related Information 

(j) For further information about this AD, 

contact: Gary Park, Aerospace Engineer, 

Wichita ACO, FAA, 1801 Airport Road, 

Wichita, KS 67209; phone: (316) 946–4123; 

fax: (316) 946–4107; e-mail: 

gary.park@faa.gov. 

Issued in Kansas City, Missouri, on 

December 27, 2010. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2010–33336 Filed 1–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–1280; Directorate 

Identifier 2010–NM–270–AD; Amendment 

39–16572; AD 2011–01–15] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 757–200, –200CB, and 

–300 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for the 

products listed above. This AD requires 

repetitive inspections for cracking of the 

fuselage skin of the crown skin panel 

along the chem-milled step at stringers 

S–4 left and S–4 right, from stations 

(STA) 297 through 439, and repair if 

necessary. This AD also includes 

terminating action for the repetitive 

inspections of the repaired areas only. 

This AD was prompted by reports of 

cracking in the fuselage skin of the 

crown skin panel. We are issuing this 

AD to detect and correct fatigue 

cracking of the fuselage skin of the 

crown skin panel, which could result in 

pressure venting and consequent rapid 

decompression of the airplane. 

DATES: This AD is effective January 25, 

2011. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of January 25, 2011. 

We must receive comments on this 

AD by February 24, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The street address for 

the Docket Office (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6440; fax (425) 917–6590; 

e-mail: nancy.marsh@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have received reports of cracking 

in the fuselage skin of the crown skin 

panel. On one airplane, the crack was 

10.75 inches long, midway between 

stations (STA) 420 and 439, just above 

the lap joint at stringer 4L (left) of the 

chem-milled step. The airplane had 

accumulated 24,631 total flight cycles. 

On another airplane, there was an 

opening from a crack in the fuselage 

above and aft of the passenger entry 

doorway. One edge of the opening ran 

approximately 18 inches in the forwardto-aft direction; the other edge ran 

approximately 12 inches along the 

chem-milled pocket edge above stringer 

4L. Additionally, a 1.3-inch crack was 

found in the skin forward of the opening 

in the adjacent skin bay also in the 

chem-milled step above stringer 4L. The 

airplane had accumulated 22,450 total 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
1352 Federal Register / Vol. 76, No. 6 / Monday, January 10, 2011 / Rules and Regulations 

flight cycles. The subject cracking is 

attributed to fatigue. Such cracking 

could initiate at multiple locations on 

the interior surface along the chemmilled step edges above the stringer 4L 

or 4R (right) lap splices of the skin. This 

condition, if not corrected, could result 

in pressure venting and consequent 

rapid decompression of the airplane. 

Relevant Service Information 

We reviewed Boeing Special 

Attention Service Bulletin 757–53– 

0097, dated November 22, 2010. The 

service information describes 

procedures for repetitive inspections for 

cracking of the fuselage skin of the 

crown skin panel along the chem-milled 

step at stringers S–4L and S–4R, from 

STA 297 through 439, as specified in 

the options below. If any crack is found, 

the service bulletin recommends 

contacting Boeing for damage removal 

and repair instructions. 

• Option A Inspection: An external 

detailed inspection of the STA 297 

through 439 crown skin panel at 

stringers S–4L and S–4R lap joints. 

• Option B Inspection: An external 

sliding probe eddy current inspection of 

the STA 297 through 439 crown skin 

panel at stringers S–4L and S–4R lap 

joints. 

• Option C Inspection: An external 

spot probe medium frequency eddy 

current inspection of the STA 297 

through 439 crown skin panel at 

stringers S–4L and S–4R lap joints. 

The compliance time for all of the 

initial inspections is before the 

accumulation of 15,000 total flight 

cycles, or within 30 days after the 

original issue date of the service 

bulletin, whichever occurs later. The 

repetitive interval is specified below. 

• Option A: At intervals not to exceed 

30 flight cycles. 

• Option B: At intervals not to exceed 

300 flight cycles. 

• Option C: At intervals not to exceed 

200 flight cycles. 

The initial external detailed 

inspection specified in Option A, if 

done, is repeated until either the Option 

B or Option C inspection is 

accomplished within 90 days after the 

original date of the service bulletin, and 

thereafter, either the Option B or Option 

C inspection is repeated. Accomplishing 

the Option B or Option C inspection 

would eliminate the need for the Option 

A inspection. 

A detailed external inspection may be 

applied no more than once for each 

repeat interval of 300 flight cycles to 

extend the Option B repeat inspection 

up to 330 flight cycles, and for each 

repeat interval of 200 flight cycles to 

extend the Option C inspection up to 

230 flight cycles—not to exceed 30 

flight cycles after accomplishing the 

inspection. 

Boeing Special Attention Service 

Bulletin 757–53–0097, dated November 

22, 2010, also includes certain 

exceptions to the inspection of the edge 

of the chem-milled pocket under an 

existing external repair doubler. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

AD Requirements 

This AD requires accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Difference 

Between the AD and the Service 

Information.’’ 

Difference Between the AD and the 

Service Information 

Boeing Special Attention Service 

Bulletin 757–53–0097, dated November 

22, 2010, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this AD 

would require repairing those 

conditions in one of the following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Interim Action 

We consider this AD interim action. 

An investigation is ongoing and no 

terminating action has been developed 

yet. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because fatigue cracking of the 

fuselage skin of the crown skin panel 

could result in pressure venting and 

consequent rapid decompression of the 

airplane. Therefore, we find that notice 

and opportunity for prior public 

comment are impracticable and that 

good cause exists for making this 

amendment effective in less than 30 

days. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA2010–1280; Directorate Identifier 2010– 

NM–270–AD;’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this AD. We will consider all 

comments received by the closing date 

and may amend this AD because of 

those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Costs of Compliance 

We estimate that this AD affects 683 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Inspection ......... 1 work-hour × $85 per hour = $85 per inspection cycle.None ................. $85 per inspection 

cycle.

$58,055 per inspection cycle. 

We have received no definitive data 

that would enable us to provide a cost 

estimate for the on-condition actions 

specified in this AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1
Federal Register / Vol. 76, No. 6 / Monday, January 10, 2011 / Rules and Regulations 1353 

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. 

We are 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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD 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. 

For the reasons discussed above, I 

certify that this AD: 

(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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2011–01–15 The Boeing Company: 

Amendment 39–16572; Docket No. 

FAA–2010–1280; Directorate Identifier 

2010–NM–270–AD. 

Effective Date 

(a) This AD is effective January 25, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 757–200, –200CB, and –300 

series airplanes, certificated in any category, 

as identified in Boeing Special Attention 

Service Bulletin 757–53–0097, dated 

November 22, 2010. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 53: Fuselage. 

Unsafe Condition 

(e) This AD was prompted by reports of 

cracking in the fuselage skin of the crown 

skin panel. We are issuing this AD to detect 

and correct fatigue cracking of the fuselage 

skin, which could result in pressure venting 

and consequent rapid decompression of the 

airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Repetitive Inspections/Repair 

(g) At the applicable time specified in 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Special Attention Service Bulletin 757–53– 

0097, dated November 22, 2010, except as 

required by paragraph (i) of this AD: Do an 

external detailed, sliding probe eddy current, 

or spot-probe-medium-frequency eddy 

current inspection for cracking of the 

fuselage skin of the crown skin panel along 

the chem-milled step at stringers S–4L (left) 

and S–4R (right), stations (STA) 297 through 

439, in accordance with the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 757–53–0097, dated 

November 22, 2010. Repeat the applicable 

inspection thereafter at the interval specified 

in paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Special Attention Service Bulletin 757–53– 

0097, dated November 22, 2010. 

Repair 

(h) If any crack is found during any 

inspection required by paragraph (g) of this 

AD: Before further flight, repair using a 

method approved in accordance with the 

procedures specified in paragraph (j) of this 

AD. Doing the repair ends the repetitive 

inspections for the repaired area only. 

Exception to Service Bulletin Specification 

(i) Where Boeing Special Attention Service 

Bulletin 757–53–0097, dated November 22, 

2010, specifies a compliance time after the 

date on that service bulletin, this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your Principal Maintenance Inspector 

or Principal Avionics Inspector, as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane and the 

approval must specifically refer to this AD. 

Related Information 

(k) For more information about this AD, 

contact Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 98057– 

3356; telephone (425) 917–6440; fax (425) 

917–6590; e-mail: nancy.marsh@faa.gov. 

Material Incorporated by Reference 

(l) You must use Boeing Special Attention 

Service Bulletin 757–53–0097, dated 

November 22, 2010, to do the actions 

required by this AD, unless the AD specifies 

otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the service information under 5 U.S.C. 552(a) 

and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; e-mail me.boecom@boeing.com; 

Internet https://www.myboeingfleet.com. 

(3) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, call 

425–227–1221. 

(4) You may also review copies of the 

service information that is incorporated by 

reference at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at an NARA facility, call 202–741– 

6030, or go to http://www.archives.gov/

federal_register/code_of_federal_regulations/

ibr_locations.html. 


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1354 Federal Register / Vol. 76, No. 6 / Monday, January 10, 2011 / Rules and Regulations 

Issued in Renton, Washington, on 

December 28, 2010. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2011–51 Filed 1–7–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 97 

[Docket No. 30761; Amdt. No. 3406] 

Standard Instrument Approach 

Procedures, and Takeoff Minimums 

and Obstacle Departure Procedures; 

Miscellaneous Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This establishes, amends, 

suspends, or revokes Standard 

Instrument Approach Procedures 

(SIAPs) and associated Takeoff 

Minimums and Obstacle Departure 

Procedures for operations at certain 

airports. These regulatory actions are 

needed because of the adoption of new 

or revised criteria, or because of changes 

occurring in the National Airspace 

System, such as the commissioning of 

new navigational facilities, adding new 

obstacles, or changing air traffic 

requirements. These changes are 

designed to provide safe and efficient 

use of the navigable airspace and to 

promote safe flight operations under 

instrument flight rules at the affected 

airports. 

DATES: This rule is effective January 10, 

2011. The compliance date for each 

SIAP, associated Takeoff Minimums, 

and ODP is specified in the amendatory 

provisions. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of January 10, 

2011. 

ADDRESSES: Availability of matters 

incorporated by reference in the 

amendment is as follows: 

For Examination— 

1. FAA Rules Docket, FAA 

Headquarters Building, 800 

Independence Avenue, SW., 

Washington, DC 20591; 

2. The FAA Regional Office of the 

region in which the affected airport is 

located; 

3. The National Flight Procedures 

Office, 6500 South MacArthur Blvd., 

Oklahoma City, OK 73169, or 

4. The National Archives and Records 

Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, 

or go to: http://www.archives.gov/ 

federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Availability—All SIAPs and Takeoff 

Minimums and ODPs are available 

online free of charge. Visit http:// 

www.nfdc.faa.gov to register. 

Additionally, individual SIAP and 

Takeoff Minimums and ODP copies may 

be obtained from: 

1. FAA Public Inquiry Center (APA– 

200), FAA Headquarters Building, 800 

Independence Avenue, SW., 

Washington, DC 20591; or 

2. The FAA Regional Office of the 

region in which the affected airport is 

located. 

FOR FURTHER INFORMATION CONTACT: 

Harry J. Hodges, Flight Procedure 

Standards Branch (AFS–420), Flight 

Technologies and Programs Divisions, 

Flight Standards Service, Federal 

Aviation Administration, Mike 

Monroney Aeronautical Center, 6500 

South MacArthur Blvd., Oklahoma City, 

OK 73169 (Mail Address: P.O. Box 

25082, Oklahoma City, OK 73125); 

Telephone: (405) 954–4164. 

SUPPLEMENTARY INFORMATION: This rule 

amends Title 14 of the Code of Federal 

Regulations, Part 97 (14 CFR part 97), by 

establishing, amending, suspending, or 

revoking SIAPS, Takeoff Minimums 

and/or ODPS. The complete regulators 

description of each SIAP and its 

associated Takeoff Minimums or ODP 

for an identified airport is listed on FAA 

form documents which are incorporated 

by reference in this amendment under 5 

U.S.C. 552(a), 1 CFR part 51, and 14 

CFR part 97.20. The applicable FAA 

Forms are FAA Forms 8260–3, 8260–4, 

8260–5, 8260–15A, and 8260–15B when 

required by an entry on 8260–15A. 

The large number of SIAPs, Takeoff 

Minimums and ODPs, in addition to 

their complex nature and the need for 

a special format make publication in the 

Federal Register expensive and 

impractical. Furthermore, airmen do not 

use the regulatory text of the SIAPs, 

Takeoff Minimums or ODPs, but instead 

refer to their depiction on charts printed 

by publishers of aeronautical materials. 

The advantages of incorporation by 

reference are realized and publication of 

the complete description of each SIAP, 

Takeoff Minimums and ODP listed on 

FAA forms is unnecessary. This 

amendment provides the affected CFR 

sections and specifies the types of SIAPs 

and the effective dates of the associated 

Takeoff Minimums and ODPs. This 

amendment also identifies the airport 

and its location, the procedure, and the 

amendment number. 

The Rule 

This amendment to 14 CFR part 97 is 

effective upon publication of each 

separate SIAP, Takeoff Minimums and 

ODP as contained in the transmittal. 

Some SIAP and Takeoff Minimums and 

textual ODP amendments may have 

been issued previously by the FAA in a 

Flight Data Center (FDC) Notice to 

Airmen (NOTAM) as an emergency 

action of immediate flight safety relating 

directly to published aeronautical 

charts. The circumstances which 

created the need for some SIAP and 

Takeoff Minimums and ODP 

amendments may require making them 

effective in less than 30 days. For the 

remaining SIAPS and Takeoff 

Minimums and ODPS, an effective date 

at least 30 days after publication is 

provided. 

Further, the SIAPs and Takeoff 

Minimums and ODPS contained in this 

amendment are based on the criteria 

contained in the U.S. Standard for 

Terminal Instrument Procedures 

(TERPS). In developing these SIAPS and 

Takeoff Minimums and ODPs, the 

TERPS criteria were applied to the 

conditions existing or anticipated at the 

affected airports. Because of the close 

and immediate relationship between 

these SIAPs, Takeoff Minimums and 

ODPs, and safety in air commerce, I find 

that notice and public procedures before 

adopting these SIAPS, Takeoff 

Minimums and ODPs are impracticable 

and contrary to the public interest and, 

where applicable, that good cause exists 

for making some SIAPs effective in less 

than 30 days. 

Conclusion 

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. For the same reason, the 

FAA certifies that this amendment will 

not have a significant economic impact 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 


wwoods2 on DSK1DXX6B1PROD with RULES_PART 1