69844 Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 

structural inspection intervals may be 

approved for this aft pressure bulkhead and 

pylon pressure pan in the vicinity of the 

hydraulic fittings and the hydraulic tube 

adapters. 

(g) When the information in TR MRM2–

129, dated June 1, 2004, is included in the 

general revisions of the Maintenance 

Requirement Manual, this TR may be 

removed. 

Corrective Action 

(h) If any crack is found during any 

inspection done in accordance with 

Bombardier CRJ 700/900 Series TR MRM2–

129, dated June 1, 2004, or the same 

inspection specified in the general revisions 

of the Maintenance Requirement Manual, do 

the actions specified in paragraphs (h)(1) and 

(h)(2) of this AD. 

(1) Before further flight, repair the crack in 

accordance with a method approved by 

either the Manager, New York Aircraft 

Certification Office (ACO), FAA; or Transport 

Canada Civil Aviation (TCCA) (or its 

delegated agent). 

(2) Within 30 days after repairing any crack 

in accordance with paragraph (h)(1) of this 

AD, revise the Airworthiness Limitations 

section of the Instructions of Continued 

Airworthiness by inserting a copy of the 

inspection requirements for the repair 

required by paragraph (h)(1) of this AD into 

Section 1.4, Part 2 (Airworthiness 

Limitations) of Bombardier Regional Jet 

Model CL–600–2C10 and CL–600–2D24 

Maintenance Requirements Manual, CSP B–

053. Thereafter, except as provided in 

paragraph (i) of this AD, no alternative 

structural inspection intervals may be 

approved for this aft pressure bulkhead and 

pylon pressure pan in the vicinity of the 

hydraulic fittings, and the hydraulic tube 

adapters. 

Alternative Methods of Compliance 

(AMOCs) 

(i) The Manager, New York ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested in accordance with the 

procedures found in 14 CFR 39.19. 

Related Information 

(j) Canadian airworthiness directive CF–

2004–14, dated July 20, 2004, also addresses 

the subject of this AD.

Issued in Renton, Washington, on 

November 17, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–26493 Filed 11–30–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19755; Directorate 

Identifier 2004–NM–23–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747 Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

certain Boeing Model 747 airplanes. 

This proposed AD would require 

repetitive tests to detect hot air leaking 

from the trim air diffuser ducts or 

sidewall riser duct assemblies 

(collectively referred to in this proposed 

AD as ‘‘TADDs’’), related investigative 

actions, and corrective actions if 

necessary. This proposed AD also 

would provide an optional terminating 

action for the repetitive tests. This 

proposed AD is prompted by reports of 

deteriorating sealants both inside and 

outside the center wing fuel tank due to 

heat damage from leaking TADDs. We 

are proposing this AD to prevent leakage 

of fuel or fuel vapors into areas where 

ignition sources may be present, which 

could result in a fire or explosion.

DATES: We must receive comments on 

this proposed AD by January 18, 2005.

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed 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

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. 

• By 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. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

You can examine the contents of this 

AD docket on the Internet at http://

dms.dot.gov, or at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., room PL–401, on the plaza level of 

the Nassif Building, Washington, DC.

FOR FURTHER INFORMATION CONTACT: 

Technical information: Dan Kinney, 

Aerospace Engineer, Propulsion Branch, 

ANM–140S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue, 

SW., Renton, Washington 98055–4056; 

telephone (425) 917–6499; fax (425) 

917–6590. 

Plain language information: Marcia 

Walters, marcia.walters@faa.gov.

SUPPLEMENTARY INFORMATION: 

Docket Management System (DMS) 

The FAA has implemented new 

procedures for maintaining AD dockets 

electronically. As of May 17, 2004, new 

AD actions are posted on DMS and 

assigned a docket number. We track 

each action and assign a corresponding 

directorate identifier. The DMS AD 

docket number is in the form ‘‘Docket 

No. FAA–2004–99999.’’ The Transport 

Airplane Directorate identifier is in the 

form ‘‘Directorate Identifier 2004–NM–

999–AD.’’ Each DMS AD docket also 

lists the directorate identifier (‘‘Old 

Docket Number’’) as a cross-reference 

for searching purposes.

Comments Invited 

We invite you to submit any relevant 

written data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2004–19755; Directorate Identifier 

2004–NM–23–AD’’ in the subject line of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the proposed AD. We will 

consider all comments submitted by the 

closing date and may amend the 

proposed AD in light of those 

comments. 

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 proposed AD. 

Using the search function of that 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 can 

review DOT’s complete Privacy Act 

Statement in the Federal Register

published on April 11, 2000 (65 FR 

19477–78), or you can visit http://

dms.dot.gov. 

Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 69845

We are reviewing the writing style we 

currently use in regulatory documents. 

We are interested in your comments on 

whether the style of this document is 

clear, and your suggestions to improve 

the clarity of our communications that 

affect you. You can get more 

information about plain language at 

http://www.faa.gov/language and http://

www.plainlanguage.gov. 

Examining the Docket 

You can examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is on the plaza level of 

the Nassif Building at the DOT street 

address stated in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after the DMS receives 

them. 

Discussion 

We have received a report indicating 

that inspections have revealed 

deteriorating sealants both inside and 

outside the center wing fuel tank on 

certain Boeing Model 747 airplanes. The 

deterioration is attributed to damage 

caused by hot air leaking from the trim 

air diffuser ducts or sidewall riser duct 

assemblies (collectively referred to in 

this proposed AD as ‘‘TADDs’’), which 

are part of the cabin air distribution 

system that is located between the top 

of the center wing fuel tank and the 

floor of the passenger cabin. These hot 

air leaks occur when the fiberglass 

diffuser ducts are damaged by the hot 

bleed air that they carry, leading the 

fiberglass diffuser ducts to leak or 

disconnect from the titanium trim air 

manifold. The release of hot air can 

damage the upper skin of the center 

wing section, the longitudinal floor 

beams, and the fuselage frame 

intercostals, as well as the sealants of 

the center wing fuel tank. Damage to the 

sealants inside or outside the center 

wing fuel tank could allow fuel or fuel 

vapors to leak into an area where 

ignition sources may be present. This 

condition, if not corrected, could result 

in a fire or explosion. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–21A2418, Revision 

2, dated March 4, 2004; including 

Information Notice (IN) 747–21A2418 

IN 01, dated March 11, 2004. The 

service bulletin describes procedures for 

repetitive tests to detect hot air leaking 

from the TADDs, related investigative 

actions, and corrective actions if 

necessary. The related investigative 

actions are repetitive general visual 

inspections for discrepancies or damage 

of the TADDs; and, if necessary, for 

damage of adjacent structure, the 

primary and secondary fuel barriers of 

the center wing fuel tank, control cables, 

and cable pulleys, and for raised cable 

seals. The corrective actions, if any 

damage is found, consist of replacing 

any damaged TADD with a new TADD 

having the same part number, or a new, 

improved TADD that has a higher 

temperature tolerance; and repairing 

any damage to adjacent structure, the 

primary and secondary fuel barriers of 

the center wing fuel tank, control cables, 

cable pulleys, or raised cable seals. After 

a TADD is replaced with a new TADD 

having the same part number, there is 

no need to test or inspect the replaced 

TADD until 21,200 flight hours after the 

replacement. After a TADD is replaced 

with a new, improved TADD, the 

repetitive inspections are no longer 

needed for that TADD. Accomplishing 

the actions specified in the service 

information is intended to adequately 

address the unsafe condition. 

IN 747–21A2418 IN 01 identifies 

some headings that were inadvertently 

omitted from the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 747–21A2418, Revision 2. 

These headings clarify what procedures 

apply to which airplane configuration. 

The service bulletin refers to Chapter 

21–61–20 of the 747 Airplane 

Maintenance Manual as an additional 

source for service information for the 

test and inspection of the TADDs. 

Chapter 21–61–20 contains, among 

other things, detailed procedures for the 

general visual inspection of the TADDs 

for damage or discrepancies, including 

detachment of the trim air duct from the 

diffuser duct, delamination, missing or 

softened surface material, or blackened 

material. For any discrepant TADD, 

Chapter 21–61–20 also describes 

procedures for a general visual 

inspection for damage of the primary 

and secondary fuel barriers of the center 

wing tank; structure adjacent to the 

discrepant TADD; and cables, cable 

pulleys, and raised cable seals in the 

over-wing area. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to exist or 

develop on other airplanes of this same 

type design. Therefore, we are 

proposing this AD, which would require 

doing the actions specified in the 

service information described 

previously, except as discussed under 

‘‘Differences Between the Proposed AD 

and Service Information.’’

This proposed AD also provides an 

optional terminating action for the 

repetitive inspections, which is 

replacing the existing TADDs with new, 

improved TADDs. We have determined 

that it is acceptable to allow you to 

continue doing repetitive tests and 

inspections in lieu of requiring that you 

do the terminating action. In making 

this determination, we considered that 

long-term continued operational safety 

in this case will be adequately ensured 

by repetitive inspections to detect hot 

air leaking from the TADDs or 

discrepancies of the TADDs before these 

conditions are a hazard to the airplane. 

Clarification of Proposed Requirements 

This proposed AD would require that 

any replacement TADD must be new. 

Used TADDs are not acceptable 

replacement parts. Because the material 

of the TADDs deteriorates at a known 

rate, an operator would have to know 

how many total flight hours had been 

accumulated on a serviceable TADD, 

and would have to test and inspect that 

TADD at appropriate intervals. We find 

that it is unlikely that operators will 

have all of the data that would be 

needed for a serviceable TADD to be an 

acceptable replacement. Therefore, this 

proposed AD would allow replacement 

only with new parts. 

Differences Between the Proposed AD 

and Service Information 

For the hot air leak test, the service 

bulletin provides a compliance time of 

the earlier of 180 days or 2,000 flight 

hours after the release date of Revision 

2 of the service bulletin, once the 

airplane has accumulated 20,000 total 

flight hours. For this test, this proposed 

AD would require the initial test to be 

done prior to the accumulation of 

21,200 flight hours, or within 1,200 

flight hours after the effective date of 

this AD, whichever is later. This 

compliance time is the equivalent of the 

inspection threshold of 20,000 total 

flight hours, plus a grace period of 1,200 

flight hours (which is equivalent to one 

repetitive interval, as specified in the 

service bulletin). In developing an 

appropriate compliance time for this 

AD, we considered the manufacturer’s 

recommendation, and the degree of 

urgency associated with the subject 

unsafe condition. In light of these 

factors, we find that a 1,200-flight-hour 

grace period represents an appropriate 

interval of time for affected airplanes 

(with close to or more than 20,000 total 

flight hours as of the effective date of 

the AD) to continue to operate without 

compromising safety. 

69846 Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 

Costs of Compliance 

This proposed AD would affect about 

1,305 airplanes worldwide. The 

following table provides the estimated 

costs for U.S. operators to comply with 

this proposed AD.

ESTIMATED COSTS

Action Work

hours 

Average

labor

rate per

hour 

Parts Cost per

airplane 

Number

of U.S.-

registered

airplanes 

Fleet cost 

Hot air leak test ........................... 3 $65 None .... $195 per test cycle ............ 246 $47,970 per test cycle. 

General visual inspection ............ 5 65 None .... $325 per inspection cycle .. 246 $79,950 per inspection 

cycle. 

Regulatory Findings 

We have 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 above, I 

certify that the proposed 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 regulatory evaluation 

of the estimated costs to comply with 

this proposed AD. See the ADDRESSES

section for a location to examine the 

regulatory evaluation.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, 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 

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):

Boeing: Docket No. FAA–2004–19755; 

Directorate Identifier 2004–NM–23–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

(FAA) must receive comments on this AD 

action by January 18, 2005. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 747–

100, 747–100B, 747–100B SUD, 747–200B, 

747–200C, 747–200F, 747–300, 747–400, 

747–400D, 747–400F, 747SR, and 747SP 

series airplanes; certificated in any category; 

line numbers 1 through 1316 inclusive. 

Unsafe Condition 

(d) This AD was prompted by reports of 

deteriorating sealants both inside and outside 

the center wing fuel tank due to heat damage 

from leaking trim air diffuser ducts or 

sidewall riser duct assemblies (collectively 

referred to in this AD as ‘‘TADDs’’). We are 

issuing this AD to prevent leakage of fuel or 

fuel vapors into areas where ignition sources 

may be present, which could result in a fire 

or explosion. 

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. 

Repetitive Tests and Inspections 

(f) Do the actions in Table 1 of this AD at 

the times specified in Table 1 of this AD, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–21A2418, Revision 2, dated March 4, 

2004; including Information Notice 747–

21A2418 IN 01, dated March 11, 2004.

TABLE 1.—COMPLIANCE TIMES

Do this action— Initially at the later of— Then repeat within this interval 

until paragraph (j) is done—

(1) Repetitive test to detect hot air leaking from 

TADDs.

Prior to the accumulation of 21,200 total flight 

hours, or within 1,200 flight hours after the effective date of this AD.

1,200 flight hours. 

(2) General visual inspection for damage or discrepancies of the TADDs.Prior to the accumulation of 27,000 total flight 

hours, or within 7,000 flight hours after the effective date of this AD, except as provided by paragraph (g) of this AD.

7,000 flight hours. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’

Note 2: Boeing Alert Service Bulletin 747–

21A2418, Revision 2, refers to Chapter 21–

61–20 of the 747 Airplane Maintenance 

Manual as an additional source for service 

information for the test and inspections of 

the TADDs.

(g) If any hot air leak is found during any 

test required by paragraph (f) of this AD: 

Before further flight, do the general visual 

inspection for damage or discrepancies of the 

TADDs, in accordance with the 

Federal Register / Vol. 69, No. 230 / Wednesday, December 1, 2004 / Proposed Rules 69847

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–21A2418, Revision 2, 

dated March 4, 2004; including Information 

Notice 747–21A2418 IN 01, dated March 11, 

2004. 

Corrective Actions 

(h) If any damage or discrepancy is found 

during any general visual inspection for 

damage required by paragraph (f) or (g) of 

this AD: Before further flight, perform a 

general visual inspection for damage of the 

primary and secondary fuel barriers of the 

center wing tank; structure adjacent to the 

discrepant TADD; and cables, cable pulleys, 

and raised cable seals in the over-wing area; 

do applicable repairs; and replace the 

damaged TADD with a new TADD having the 

same part number or a new, improved TADD 

having a part number listed in the ‘‘New 

TADD Part Number’’ or ‘‘New Sidewall Riser 

Duct Assy Part Number’’ column, as 

applicable, of the tables in Section 2.C.2. of 

the service bulletin. Do all of these actions 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–21A2418, Revision 2, dated March 4, 

2004; including Information Notice 747–

21A2418 IN 01, dated March 11, 2004. Then, 

repeat the test and inspection required by 

paragraph (f) of this AD at the times specified 

in Table 1 of this AD, except as provided by 

paragraphs (i) and (j) of this AD.

Note 3: Only new TADDs, not used ones, 

are acceptable as replacement parts, as 

specified in paragraph (h) of this AD.

(i) For any TADD, whether damaged or not, 

that is replaced with a new TADD having the 

same part number as the TADD being 

replaced: Within 21,200 flight hours after the 

TADD is replaced, do the test to detect hot 

air leaking from the replaced TADD, and 

within 27,000 flight hours after the TADD is 

replaced, do the general visual inspection for 

damage, as specified in paragraph (f) of this 

AD. Thereafter, repeat the test and inspection 

at the repetitive intervals specified in Table 

1 of this AD. 

Optional Terminating Action 

(j) For any TADD that is replaced with a 

new, improved TADD having a part number 

listed in the ‘‘New TADD Part Number’’ or 

‘‘New Sidewall Riser Duct Assy Part 

Number’’ column, as applicable, of the tables 

in Section 2.C.2. of Boeing Alert Service 

Bulletin 747–21A2418, Revision 2, dated 

March 4, 2004; including Information Notice 

747–21A2418 IN 01, dated March 11, 2004: 

The repetitive tests and inspections required 

by this AD are terminated for the TADD that 

is replaced with a new, improved TADD. 

Previously Accomplished Actions 

(k) Actions accomplished before the 

effective date of this AD in accordance with 

Boeing Alert Service Bulletin 747–21A2418, 

dated November 14, 2002; or Revision 1, 

dated October 16, 2003; are acceptable for 

compliance with the corresponding actions 

required by this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(l) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19.

Issued in Renton, Washington, on 

November 17, 2004. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 04–26492 Filed 11–30–04; 8:45 am] 

BILLING CODE 4910–13–P

NATIONAL INDIAN GAMING 

COMMISSION 

25 CFR Part 542 

RIN 3141–AA27 

Minimum Internal Control Standards

AGENCY: National Indian Gaming 

Commission.

ACTION: Proposed rule revisions.

SUMMARY: In response to the inherent 

risks of gaming enterprises and the 

resulting need for effective internal 

controls in Tribal gaming operations, 

the National Indian Gaming 

Commission (Commission or NIGC) first 

developed Minimum Internal Control 

Standards (MICS) for Indian gaming in 

1999, and then later revised them in 

2002. The Commission recognized from 

the outset that periodic technical 

adjustments and revisions would be 

necessary in order to keep the MICS 

effective in protecting Tribal gaming 

assets and the interests of Tribal 

stakeholders and the gaming public. To 

that end, the following proposed rule 

revisions contain certain proposed 

corrections and revisions to the 

Commission’s existing MICS, which are 

necessary to correct erroneous citations 

or references in the MICS and to clarify, 

improve, and update other existing 

MICS provisions. The purpose of these 

proposed MICS revisions is to address 

apparent shortcomings in the MICS and 

various changes in Tribal gaming 

technology and methods. Public 

comment to these proposed MICS 

revisions will be received by the 

Commission for a period of forty-five 

(45) days after the date of their 

publication in the Federal Register. 

After consideration of all received 

comments, the Commission will make 

whatever changes to the proposed 

revisions that it deems appropriate and 

then promulgate and publish the final 

revisions to the Commission’s MICS 

Rule, 25 CFR part 542.

DATES: Submit comments on or before 

January 18, 2005.

ADDRESSES: Mail comments to 

‘‘Comments to First Proposed MICS 

Rule Revisions, National Indian Gaming 

Commission, 1441 L Street, NW., 

Washington, DC 20005, Attn: ViceChairman Nelson Westrin.’’ Comments 

may be transmitted by facsimile to ViceChairman Westrin at (202) 632–0045, 

but the original also must be submitted 

to the above address.

FOR FURTHER INFORMATION CONTACT:

Vice-Chairman Nelson Westrin, (202) 

632–7003 (not a toll-free number).

SUPPLEMENTARY INFORMATION: 

Background 

On January 5, 1999, the Commission 

first published its Minimum Internal 

Control Standards (MICS) as a Final 

Rule. As gaming Tribes and the 

Commission gained practical experience 

applying the MICS, it became apparent 

that some of the standards required 

clarification or modification to operate 

as the Commission had intended and to 

accommodate changes and advances 

that had occurred over the years in 

Tribal gaming technology and methods. 

Consequently, the Commission, working 

with an Advisory Committee composed 

of Commission and Tribal 

representatives, published the new final 

revised MICS rule on June 27, 2002. 

As the result of the practical 

experience of the Commission and 

Tribes working with the newly revised 

MICS, it has once again become 

apparent that additional corrections, 

clarifications, and modifications are 

needed to ensure that the MICS 

continue to operate as the Commission 

intended. To identify which of the 

current MICS need correction, 

clarification or modification, the 

Commission initially solicited input and 

guidance from NIGC employees, who 

have extensive gaming regulatory 

expertise and experience and work 

closely with Tribal gaming regulators in 

monitoring the implementation, 

operation, and effect of the MICS in 

Tribal gaming operations. The resulting 

input from NIGC staff convinced the 

Commission that the MICS require 

continuing review and prompt revision 

on an ongoing basis to keep them 

effective and up-to-date. To address this 

need, the Commission decided to 

establish a Standing MICS Advisory 

Committee to assist it in both 

identifying and developing necessary 

MICS revisions and revisions on an 

ongoing basis. 

In recognition of its government-togovernment relationship with Tribes 

and related commitment to meaningful 

Tribal consultation, the Commission 

requested gaming Tribes, in January 

2004, for nominations of Tribal 

representatives to serve on its Standing