Federal Register / Vol. 69, No. 215 / Monday, November 8, 2004 / Rules and Regulations 64653

certification of the lapbelt, the FAA 

finds that good cause exists for making 

these amended special conditions 

effective upon issuance. 

Conclusion 

This action affects only certain novel 

or unusual design features on the 

Boeing Model 777 series airplanes. It is 

not a rule of general applicability, and 

it affects only Model 777 series 

airplanes listed on Type Certificate Data 

Sheet T00001SE.

List of Subjects in 14 CFR Part 25

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements.

Authority Citation 

The authority citation for these 

special conditions is as follows:

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

44702, 44704.

The Amended Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following amended 

special conditions are issued as part of 

the type certification basis for the 

Boeing Model 777 series airplanes with 

inflatable lapbelts installed. 

1. Seats With Inflatable Lapbelts. It 

must be shown that the inflatable 

lapbelt will deploy and provide 

protection under crash conditions 

where it is necessary to prevent serious 

head injury. The means of protection 

must take into consideration a range of 

stature from a two-year-old child to a 

ninety-fifth percentile male. The 

inflatable lapbelt must provide a 

consistent approach to energy 

absorption throughout that range. In 

addition, the following situations must 

be considered: 

a. The seat occupant is holding an 

infant. 

b. The seat occupant is a child in a 

child restraint device. 

c. The seat occupant is a child not 

using a child restraint device. 

d. The seat occupant is a pregnant 

woman. 

2. The inflatable lapbelt must provide 

adequate protection for each occupant 

regardless of the number of occupants of 

the seat assembly, considering that 

unoccupied seats may have active 

seatbelts. 

3. The design must prevent the 

inflatable lapbelt from being either 

incorrectly buckled or incorrectly 

installed such that the inflatable lapbelt 

would not properly deploy. 

Alternatively, it must be shown that 

such deployment is not hazardous to the 

occupant and will provide the required 

head injury protection. 

4. It must be shown that the inflatable 

lapbelt system is not susceptible to 

inadvertent deployment as a result of 

wear and tear, or inertial loads resulting 

from in-flight or ground maneuvers 

(including gusts and hard landings), 

likely to be experienced in service. 

5. Deployment of the inflatable lapbelt 

must not introduce injury mechanisms 

to the seated occupant, or result in 

injuries that could impede rapid egress. 

This assessment should include an 

occupant who is in the brace position 

when it deploys and an occupant whose 

belt is loosely fastened.

6. It must be shown that an 

inadvertent deployment that could 

cause injury to a standing or sitting 

person is improbable. 

7. It must be shown that inadvertent 

deployment of the inflatable lapbelt 

during the most critical part of the flight 

will either not cause a hazard to the 

airplane or is extremely improbable. 

8. It must be shown that the inflatable 

lapbelt will not impede rapid egress of 

occupants 10 seconds after its 

deployment. 

9. The system must be protected from 

lightning and HIRF. The threats 

specified in Special Condition No. 25–

ANM–78 are incorporated by reference 

for the purpose of measuring lightning 

and HIRF protection. For the purposes 

of complying with HIRF requirements, 

the inflatable lapbelt system is 

considered a ‘‘critical system’’ if its 

deployment could have a hazardous 

effect on the airplane; otherwise it is 

considered an ‘‘essential’’ system. 

10. The inflatable lapbelt must 

function properly after loss of normal 

aircraft electrical power, and after a 

transverse separation of the fuselage at 

the most critical location. A separation 

at the location of the lapbelt does not 

have to be considered. 

11. It must be shown that the 

inflatable lapbelt will not release 

hazardous quantities of gas or 

particulate matter into the cabin. 

12. The inflatable lapbelt installation 

must be protected from the effects of fire 

such that no hazard to occupants will 

result. 

13. There must be a means for a 

crewmember to verify the integrity of 

the inflatable lapbelt activation system 

prior to each flight or it must be 

demonstrated to reliably operate 

between inspection intervals. 

14. The inflatable material may not 

have an average burn rate of greater than 

2.5 inches/minute when tested using the 

horizontal flammability test as defined 

in 14 CFR part 25, appendix F, part I, 

paragraph (b)(5).

Issued in Renton, Washington, on October 

29, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–24847 Filed 11–5–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. FAA–2004–19559; Directorate 

Identifier 2004–NE–03–AD; Amendment 39–

13858; AD 2004–23–03] 

RIN 2120–AA64

Airworthiness Directives; Rolls-Royce 

plc RB211 Trent 700 Series Turbofan 

Engines

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for RollsRoyce plc (RR) RB211 Trent 700 series 

turbofan engines. This AD requires 

initial and repetitive borescope 

inspections of the high pressure-andintermediate pressure (HP–IP) turbine 

internal and external oil vent tubes for 

coking and carbon buildup, and 

cleaning or replacing the vent tubes if 

necessary. This AD results from a report 

of a RB211 Trent 700 series engine 

experiencing a disk shaft separation, 

overspeed of the IP turbine rotor, and 

multiple blade release of IP turbine 

blades. Preliminary findings suggest 

these events resulted from an internal 

oil fire in the HP–IP turbine oil vent 

tubes due to coking and carbon buildup. 

This fire led to a second fire in the 

internal air cavity below the IP turbine 

disk drive shaft. We are issuing this AD 

to prevent internal oil fires due to 

coking and carbon buildup, that could 

cause uncontained engine failure and 

damage to the airplane.

DATES: Effective November 23, 2004. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the 

regulations as of November 23, 2004. 

We must receive any comments on 

this AD by January 7, 2005.

ADDRESSES: Use one of the following 

addresses to comment on this AD. 

• DOT Docket Web site: Go to

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov

64654 Federal Register / Vol. 69, No. 215 / Monday, November 8, 2004 / Rules and Regulations 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

001. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

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

through Friday, except Federal holidays. 

Contact Rolls-Royce plc, PO Box 31, 

Derby, England; telephone: 011–44–

1332–249428; fax: 011–44–1332–249223 

for the service information referenced in 

this AD. You may examine the 

comments on this AD in the AD docket 

on the Internet at http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: Ian 

Dargin, Aerospace Engineer, Engine 

Certification Office, FAA, Engine and 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803–

5299; telephone (781) 238–7178; fax 

(781) 238–7199.

SUPPLEMENTARY INFORMATION: As a 

member of the National Transportation 

Safety Board (NTSB) investigation team, 

we are investigating an incident event 

and possible unsafe condition on RR 

RB211 Trent 700 series engines. The 

Civil Aviation Authority (CAA), which 

is the airworthiness authority for the 

United Kingdom (UK) is helping us 

investigate. A report was received of a 

RB211 Trent 700 series engine 

experiencing a disk shaft separation, 

overspeed of the IP turbine rotor, and 

multiple blade release of IP turbine 

blades. Preliminary findings suggest 

these events resulted from an internal 

oil fire in the HP–IP turbine oil vent 

tubes due to coking and carbon buildup. 

This fire led to a second fire in the 

internal air cavity below the IP turbine 

disk drive shaft. Because the oil vent 

tubes on the event engine were 

destroyed, the partner engine on the 

same airplane was inspected. That 

inspection revealed heavy coking and 

carbon buildup, with partial blockage of 

the HP–IP turbine oil vent tubes. Both 

engines had the same on-wing life of 

15,169 hours with 2,344 cycles-sincenew. Both engines contained Mobil Jet 

Oil 291, which also is suspect and will 

be removed from the list of approved 

oils for these engines. The NTSB 

investigation is ongoing and a finding of 

probable cause has not yet been made. 

The fire, disk overspeed, and blade 

release appear to be the result of the 

coking and carbon buildup, evident in 

the sister engine and linked by cycles 

and oil use to the event engine. 

Relevant Service Information 

We have reviewed and approved the 

technical contents of RR Alert Service 

Bulletin (ASB) No. RB.211–72–AE302, 

Revision 1, dated May 25, 2004, that 

describes procedures for:

• Initial and repetitive borescope 

inspections for coking and carbon 

buildup in the HP–IP turbine oil vent 

tubes; and 

• Cleaning the tubes if necessary, and 

removing the engine from service to 

clean or replace the tubes.

This ASB requires that all operators 

submit inspection data to the 

manufacturer. The CAA classified this 

ASB as mandatory and issued AD G–

2004–0016, dated June 20, 2004, in 

order to ensure the airworthiness of 

these RB211 Trent 700 series engines in 

the UK. 

Bilateral Airworthiness Agreement 

These engine models are 

manufactured in the UK and are type 

certificated for operation in the United 

States under the provisions of section 

21.29 of the Federal Aviation 

Regulations (14 CFR 21.29) and the 

applicable bilateral airworthiness 

agreement. Under this bilateral 

airworthiness agreement, the CAA kept 

the FAA informed of the situation 

described above. As a member of the 

NTSB investigation team, we have 

examined the findings with the CAA, 

reviewed all available information, and 

determined that AD action is necessary 

for products of this type design that are 

certificated for operation in the United 

States. 

FAA’s Determination and Requirements 

of This AD 

Although no airplanes that are 

registered in the United States use these 

engines, the possibility exists that the 

engines could be used on airplanes that 

are registered in the United States in the 

future. The unsafe condition described 

previously is likely to exist or develop 

on other RB211 Trent 700 series 

turbofan engines of the same type 

design. We are issuing this AD to 

prevent internal oil fires due to coking 

and carbon buildup, that could cause 

uncontained engine failure and damage 

to the airplane. This AD requires: 

• Initial and repetitive borescope 

inspections of the HP–IP turbine oil 

vent tubes for coking and carbon 

buildup; and 

• Cleaning or replacing the oil vent 

tubes if they fail the inspection. 

FAA’s Determination of the Effective 

Date 

Since there are currently no domestic 

operators of this engine model, notice 

and opportunity for public comment 

before issuing this AD are unnecessary. 

A situation exists that allows the 

immediate adoption of this regulation. 

Interim Action 

These actions are interim actions and 

we may take further rulemaking actions 

in the future. 

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 submit any 

written relevant data, views, or 

arguments regarding this AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘AD Docket No. 

FAA–2004–19559; Directorate Identifier 

2004–NE–03–AD’’ in the subject line of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the rule that might suggest a 

need to modify it. 

We will post all comments we 

receive, without change, to http://

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of the DMS Web site, 

anyone can find and read the comments 

in any of our dockets, including the 

name of the individual who sent the 

comment (or signed the comment on 

behalf of an association, business, labor 

union, etc.). You may review the DOT’s 

complete Privacy Act Statement in the 

Federal Register published on April 11, 

2000 (65 FR 19477–78) or you may visit 

http://dms.dot.gov.

Examining the AD Docket 

You may examine the docket that 

contains the AD, any comments 

received, and any final disposition in 

person at the DMS Docket Offices 

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

through Friday, except Federal holidays. 

The Docket Office (telephone (800) 647–

5227) is located on the plaza level of the 

Department of Transportation Nassif 

Building at the street address stated in 

ADDRESSES. Comments will be available 

in the AD docket shortly after the DMS 

receives them. 

Regulatory Findings 

We have determined that 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 

Federal Register / Vol. 69, No. 215 / Monday, November 8, 2004 / Rules and Regulations 64655

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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.

We prepared a summary of the costs 

to comply with this AD and placed it in 

the AD Docket. You may get a copy of 

this summary by sending a request to us 

at the address listed under ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation 

safety, Safety.

Adoption of the Amendment

■ Under the authority delegated to me by 

the Administrator, the FAA 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. The Federal Aviation 

Administration (FAA) amends § 39.13 by 

adding the following new airworthiness 

directive (AD):

2004–23–03 Rolls-Royce plc: Amendment 

39–13858. Docket No. FAA–2004–19559; 

Directorate Identifier 2004–NE–03–AD. 

Effective Date 

(a) This AD becomes effective November 

23, 2004. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Rolls-Royce plc (RR) 

RB211 Trent 768–60, RB211 Trent 772–60, 

and RB211 Trent 772B–60 series turbofan 

engines. These engines are installed on, but 

not limited to, Airbus A330–243, –341, –342 

and –343 series airplanes. 

Unsafe Condition 

(d) This AD results from a report of a 

RB211 Trent 700 series engine experiencing 

a disk shaft separation, overspeed of the IP 

turbine rotor, and multiple blade release of 

IP turbine blades. Preliminary findings 

suggest these events resulted from an internal 

oil fire in the HP–IP turbine oil vent tubes 

due to coking and carbon buildup. This fire 

led to a second fire in the internal air cavity 

below the IP turbine disk drive shaft. We are 

issuing this AD to prevent internal oil fires 

due to coking and carbon buildup, that could 

cause uncontained engine failure and damage 

to the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified unless the 

actions have already been done. 

Initial Visual Inspection 

(f) Using the inspection schedule in Table 

1 of this AD, perform an initial borescope 

inspection of the high pressure-andintermediate pressure (HP–IP) turbine 

internal and external oil vent tubes for coking 

and carbon buildup as follows: 

(1) Insert an 8 mm diameter flex borescope 

to see if it will pass along the full length of 

the vent tube into the bearing chamber. 

(2) If the vent tube prevents an 8 mm 

diameter flex borescope from passing along 

the full length of the tube into the bearing 

chamber, repeat the action using a 6mm flex 

borescope. 

(3) If the 6 mm diameter flex borescope 

passes through to the bearing chamber, 

continue using the engine in service, and 

perform the repetitive inspections in this AD 

at the required intervals. 

(4) If the vent tube prevents the 6 mm 

diameter flex borescope from passing along 

the full length of the tube into the bearing 

chamber, clean or replace the vent tube. 

Information on oil vent tube cleaning or 

replacement can be found in Rolls-Royce plc 

Alert Service Bulletin No. RB.211–72–AE302, 

Revision 1, dated May 25, 2004.

TABLE 1.—INITIAL INSPECTION SCHEDULE

If the engine or the 05 module: Then initially inspect: 

Has reached 10,000 hours time-since-new (TSN) or reached 2,500 cycles-since-new (CSN) on the effective date of this AD.Within 3 months after the effective date of this AD. 

Has fewer than 10,000 hours TSN or fewer than 2,500 CSN on the effective date of this AD.Within 3 months after reaching 10,000 hours TSN or 2,500 CSN, 

whichever occurs first. 

Repetitive Visual Inspections 

(g) Using the inspection schedule in Table 

2 of this AD and paragraphs (f)(1) through 

(f)(4) of this AD, perform repetitive borescope 

inspections of the HP–IP turbine internal and 

external oil vent tubes for coking and carbon 

buildup.

TABLE 2.—REPETITIVE INSPECTION SCHEDULE

If at the previous inspection, before any cleaning was performed: Then: 

(1) There was no coking and carbon buildup of a visible thickness; or 

an 8 mm diameter flex borescope could pass along the full length of 

the internal vent tube into the bearing chamber.

Reinspect within 6,400 hours time-since-last-inspection (TSLI) or within 

1,600 cycles-since-last-inspection (CSLI), whichever occurs first. 

(2) The coking or carbon buildup prevented an 8 mm diameter flex 

borescope from passing through the internal vent tube, but a 6 mm 

diameter flex borescope could pass along the full length of the internal vent tube into the bearing chamber.

Reinspect within 1,600 hours TSLI or within 400 CSLI, whichever occurs first. 

(3) The coking or carbon buildup prevented the 6 mm diameter flex 

borescope from passing through the full length of the internal vent 

tube and into the bearing chamber.

Clean or replace the vent tubes within 10 CSLI. Information on oil vent 

tube cleaning or replacement can be found in Rolls-Royce plc Alert 

Service Bulletin No. RB.211–72–AE302, Revision 1, dated May 25, 

2004. 

Alternative Methods of Compliance 

(h) The Manager, Engine Certification 

Office, has the authority to approve 

alternative methods of compliance for this 

AD if requested using the procedures found 

in 14 CFR 39.19. 

Material Incorporated by Reference 

(i) None. 

64656 Federal Register / Vol. 69, No. 215 / Monday, November 8, 2004 / Rules and Regulations 

Related Information 

(j) CAA airworthiness directive No. G–

2004–0016, dated June 20, 2004, also 

addresses the subject of this AD.

Issued in Burlington, Massachusetts, on 

November 1, 2004. 

Peter A. White, 

Acting Manager, Engine and Propeller 

Directorate, Aircraft Certification Service.

[FR Doc. 04–24817 Filed 11–5–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 71

[Docket No. FAA–2004–19404; Airspace 

Docket No. 2004–ASW–13] 

Modification to Class D Airspace; 

Alamogordo, NM

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Direct final rule; request for 

comments. 

SUMMARY: This action modifies the Class 

D airspace area at Holloman Air Force 

Base, Alamogordo, NM (HMN). The 

closure of Midway Airport, 

Alamogordo, NM has made this rule 

necessary. The intended effect of this 

rule is to modify the controlled airspace 

to include that area within the 4.8-mile 

radius of Holloman Air Force Base 

originally excluded because of Midway 

Airport.

DATES: Effective 0901 UTC, March 17, 

2005. 

Comments for inclusion in the Rules 

Docket must be received on or before 

December 15, 2004.

ADDRESSES: Send comments on the rule 

to the Docket Management System, U.S. 

Department of Transportation, Room 

Plaza 401, 400 Seventh Street, SW., 

Washington, DC 20590–0001. You must 

identify the docket number, FAA–2004–

19404/Airspace Docket No. 2004–ASW–

13, at the beginning of your comments. 

You may also submit comments on the 

Internet at http://dms.dot.gov. Anyone 

can find and read the comments 

received in this docket, including the 

name, address and any other personal 

information placed in the docket by a 

commenter. You may review the public 

docket containing any comments 

received and this Direct Final Rule in 

person at the Dockets Office between 9 

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

Friday, except Federal holidays. The 

Docket Office (telephone 1–800–647–

5527) is located on the plaza level of the 

Department of Transportation Nassif 

Building at the street address stated 

previously. 

An informal docket may also be 

examined during normal business hours 

at the office of the Air Traffic Division, 

Airspace Branch, Federal Aviation 

Administration, Southwest Region, 2601 

Meacham Boulevard, Fort Worth, TX. 

Call the manager, Airspace Branch, 

ASW–520, telephone (817) 222–5520; 

fax (817) 222–5981, to make 

arrangements for your visit.

FOR FURTHER INFORMATION CONTACT:

Joseph R. Yadouga, Air Traffic Division, 

Airspace Branch, Federal Aviation 

Administration, Southwest Region, Fort 

Worth, TX 76193–0520; telephone: (817) 

222–5597.

SUPPLEMENTARY INFORMATION: This 

amendment to 14 CFR Part 71 modifies 

the Class D airspace designation for an 

airspace area from the surface up to but 

not including 6,600 feet MSL at 

Holloman Air Force Base, Alamogordo, 

NM and will be published in paragraph 

5000 of FAA Order 7400.9M, dated 

August 30, 2004, and effective 

September 16, 2004, which is 

incorporated by reference in 14 CFR 

71.1. 

The Direct Final Rule Procedure 

The FAA anticipates that this 

regulation will not result in an adverse 

or negative comment, and, therefore, 

issues it as a direct final rule. 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. 

Unless a written adverse or negative 

comment, or a written notice of intent 

to submit an adverse or negative 

comment is received within the 

comment period, the regulation will 

become effective on the date specified. 

After the close of the comment period, 

the FAA will publish a document in the 

Federal Register indicating that no 

adverse or negative comments were 

received and confirming the date on 

which the final rule will become 

effective. If the FAA does receive, 

within the comment period, an adverse 

or negative comment, or written notice 

of intent to submit such a comment, a 

document withdrawing the direct final 

rule will be published in the Federal 

Register, and a notice of proposed 

rulemaking may be published with a 

new comment period. 

Comments Invited 

Although this action is in the form of 

a direct final rule, and was not preceded 

by a notice of proposed rulemaking, 

interested persons are invited to 

comment on this rule by submitting 

such written data, views, or arguments 

as they may desire. Communications 

must identify both docket numbers. All 

communications received on or before 

the closing date for comments will be 

considered, and this rule may be 

amended or withdrawn in light of the 

comments received. Factual information 

that supports the commenter’s ideas and 

suggestions is extremely helpful in 

evaluating the effectiveness of this 

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 

action will be filed in the Rules Docket.

Agency Findings 

This rule does not have federalism 

implications, as defined in Executive 

Order No. 13132, because it does 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. Accordingly, the 

FAA has not consulted with State 

authorities prior to publication of this 

rule. 

The FAA has determined that this 

regulation is noncontroversial and 

unlikely to result in adverse or negative 

comments. For the reasons discussed, I 

certify that this regulation (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under Department of 

Transportation (DOT) Regulatory 

Policies and Procedures (44 FR 11034, 

February 26, 1979); and (3) does not 

warrant preparation of a Regulatory 

Evaluation as these routine matters will 

only affect air traffic procedures and air 

navigation. I certify that this rule will 

not have 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

■ Accordingly, pursuant to the authority 

delegated to me, the Federal Aviation 

Administration amends part 71 of the