28530 Federal Register / Vol. 77, No. 94 / Tuesday, May 15, 2012 / Proposed Rules 

§ 121.1004 What time limits apply to size 

protests? 

* * * * * 

(b) Protests by contracting officers, 

funding agreement officers or SBA. The 

time limitations in paragraph (a) of this 

section do not apply to contracting 

officers, funding agreement officers or 

SBA, and they may file protests before 

or after awards, except to the extent set 

forth in paragraph (e) of this section, 

including for purposes of the SBIR and 

STTR programs. 

* * * * * 

11. Amend § 121.1008 by revising the 

fourth sentence of paragraph (a) to read 

as follows: 

§ 121.1008 What occurs after SBA receives 

a size protest or request for a formal size 

determination? 

(a) * * * If the protest pertains to a 

requirement involving SBA’s SBIR 

Program or STTR Program, the Area 

Director will also notify the Associate 

Administrator, Investment Division. 

* * * 

* * * * * 

Dated: May 4, 2012. 

Karen G. Mills, 

Administrator. 

[FR Doc. 2012–11586 Filed 5–11–12; 8:45 am] 

BILLING CODE 8025–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No. FAA–2012–0485; Notice No. 23– 

12–01–SC] 

Special Conditions: Tamarack 

Aerospace Group, Cirrus Model SR22; 

Active Technology Load Alleviation 

System (ATLAS) 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Tamarack Aerospace 

Group’s modification to the Cirrus 

Model SR22 airplane. This airplane as 

modified by Tamarack will have a novel 

or unusual design feature(s) associated 

with Tamarack Aerospace Group’s 

modification. The design change will 

install winglets and an Active 

Technology Load Alleviation System 

(ATLAS). The addition of the ATLAS 

mitigates the negative effects of the 

winglets by effectively aerodynamically 

turning off the winglet under limit gust 

and maneuver loads. This is 

accomplished by measuring the aircraft 

loading and moving a small aileron-like 

device called a Tamarack Active Control 

Surface (TACS). The TACS movement 

reduces lift at the tip of the wing, 

resulting in the wing center of pressure 

moving inboard, thus reducing bending 

stresses along the wing span. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

These proposed special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: Send your comments on or 

before June 14, 2012. 

ADDRESSES: Send comments identified 

by docket number FAA–2012–0485 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery of Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 

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

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://regulations.gov, including any 

personal information the commenter 

provides. Using the search function of 

the docket web site, anyone can find 

and read the electronic form of all 

comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot.gov. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

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

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: For 

sections 23.301 through 23.629 

(structural requirements), contact Mr. 

Mike Reyer; telephone (816) 329–4131. 

For sections 23.672 through 23.701 

(control system requirements), contact 

Mr. Ross Schaller; telephone (816) 329– 

4162. The address and facsimile for both 

Mr. Reyer and Mr. Schaller is: Federal 

Aviation Administration, Small 

Airplane Directorate, Aircraft 

Certification Service, 901 Locust, 

Kansas City, Missouri 64106; facsimile 

(816) 329–4090. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive on or before the closing date for 

comments. We will consider comments 

filed late if it is possible to do so 

without incurring expense or delay. We 

may change these special conditions 

based on the comments we receive. 

Background 

On February 15, 2011, Tamarack 

Aerospace Group applied for a 

supplemental type certificate for 

installation of winglets and an Active 

Technology Load Alleviation System 

(ATLAS) on the Cirrus Model SR 22 

(serial numbers 0002–2333, 2335–2419, 

and 2421–2437). The Cirrus model SR22 

is a certified, single reciprocating 

engine, four-passenger, composite 

airplane. 

The installation of winglets, as 

proposed by Tamarack, increases 

aerodynamic efficiency. However, the 

winglets by themselves also increase 

wing static loads and the wing fatigue 

stress ratio, which under limit gust and 

maneuver loads factors may exceed the 

certificated wing design limits. The 

addition of ATLAS mitigates the 

negative effects of the winglets by 

effectively aerodynamically turning off 

the winglet at elevated gust and 

maneuver loads factors. 

The ATLAS functions as a load-relief 

system. This is accomplished by 

measuring aircraft loading via an 

accelerometer, and by moving a small 

aileron-like device called a Tamarack 

Active Control Surface (TACS) that 

reduces lift at the tip of the wing. 

Because the ATLAS compensates for the 

increased wing root bending at elevated 

load factors, the overall effect of this 

modification is that the winglet can be 

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Federal Register / Vol. 77, No. 94 / Tuesday, May 15, 2012 / Proposed Rules 28531 

added to the Cirrus wing without the 

traditionally required reinforcement of 

the existing structure. This is the first 

application of an active loads alleviation 

system on a part 23 aircraft and the 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

Type Certification Basis 

Under the provisions of § 21.101, 

Tamarack Aerospace Group must show 

that the Cirrus Model SR22, as changed, 

continues to meet the applicable 

provisions of the regulations 

incorporated by reference in Type 

Certificate Data Sheet A00009CH or the 

applicable regulations in effect on the 

date of application for the change. The 

regulations incorporated by reference in 

the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

incorporated by reference in Type 

Certificate Data Sheet A00009CH (Serial 

Numbers (S/Ns) 0002 through 2333, 

2335 through 2419, and 2421 through 

2437) are as follows: 

14 CFR Part 23 of the Federal Aviation 

Regulations, effective February 1, 

1965, as amended by 23–1 through 

23–53, except as follows: 

14 CFR 23.301 through Amendment 42 

14 CFR 23.855, 23.1326, 23.1359 not 

applicable 

14 CFR Part 36, dated December 1, 1969, 

as amended by 36–1 through 36–22 

Except for: 

Increase in amendment level from the 

Cirrus Model SR22 certification basis for 

regulation 14 CFR 23.301 through 

Amendment 23–42 to: 14 CFR 23.301 

through Amendment 23–48. 

Addition of regulation 14 CFR 23.1306 

through Amendment 23–61. 

Addition of regulation 14 CFR 23.1308 

through Amendment 23–57. 

Change in Cirrus model SR22 

certification basis for regulation 14 

CFR 23.1359 through Amendment 

23–49 from: Not Applicable to: 

Applicable. 

Equivalent Level of Safety (ELOS) 

Findings 

ACE–96–5 for 14 CFR Section 23.221 

(Spinning); Refer to FAA 

Memorandum, dated June 10, 1998, 

for models SR20, SR22. 

ACE–00–09 for 14 CFR 23.1143(g) 

(Engine Controls) and 23.1147(b) 

(Mixture Controls); Refer to FAA 

Memorandum, dated September 11, 

2000, for model SR22. 

ACE–01–01 for 14 CFR 23.1143(g) 

(Engine Controls) and 23.1147(b) 

(Mixture Controls); Refer to FAA 

Memorandum, dated February 14, 

2001, for model SR20. 

Special Conditions 

23–ACE–88 for ballistic parachute, for 

models SR20, SR22. 

23–134–SC for protection of systems for 

High Intensity Radiated Fields 

continued: (HIRF), for models SR20, 

SR22. 

23–163–SC for inflatable restraint 

system. Addition to the certification 

basis model SR20 effective S/N 

1541 and subsequent; model SR22 

S/N 1500, 1520 and subsequent. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 23) do not contain 

adequate or appropriate safety standards 

for the SR22 because of a novel or 

unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate to incorporate the 

same or similar novel or unusual design 

feature, the special conditions would 

also apply to the other model under 

§ 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the SR22 must comply with 

the fuel vent and exhaust emission 

requirements of 14 CFR part 34 and the 

noise certification requirements of 14 

CFR part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type-certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The SR22 will incorporate the 

following novel or unusual design 

features: 

Winglets with an Active Technology 

Load Alleviation System (ATLAS) that 

incorporates a small aileron-like device 

called a Tamarack Active Control 

Surface (TACS). 

Discussion 

Tamarack has applied for a 

Supplemental Type Certificate to install 

a winglet and ATLAS. The ATLAS is 

not a primary flight control system, a 

trim device, or a wing flap. However, 

there is definite applicability to ATLAS 

for several regulations under part 23, 

Subpart D—Control Systems, which 

might otherwise be considered ‘‘Not 

Applicable’’ under a strict interpretation 

of the regulations. Other conditions may 

be developed, as needed, based on 

further FAA review and discussions 

with the manufacturer. 

Special conditions are also necessary 

for the effect of ATLAS on structural 

performance. These special conditions 

are intended to provide an equivalent 

level of safety for ATLAS as intended by 

part 23, Subpart C—Structure, and 

portions of part 23, Subpart D—Design 

and Construction. 

Applicability 

As discussed above, these special 

conditions are applicable to the SR22 

(S/Ns 0002 thru 2333, 2335 thru 2419, 

and 2421 thru 2437). Should Tamarack 

Aerospace Group apply at a later date 

for a supplemental type certificate to 

modify any other model included on 

Type Certificate Data Sheet A00009CH 

to incorporate the same novel or 

unusual design feature, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability and it affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 23 

Aircraft, Aviation safety, Signs and 

symbols. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Cirrus 

Model SR22 airplanes (S/Ns 0002 

through 2333, 2335 through 2419, and 

2421 through 2437) modified by 

Tamarack Aerospace Group. 

1. Active Load Alleviation Systems— 

Structural Requirements 

(A) The following special conditions 

apply to airplanes equipped with load 

alleviation systems that either directly, 

or as a result of failure or malfunction, 

affect structural performance. These 

special conditions address the direct 

structural consequences of the system 

responses and performances and cannot 

be considered in isolation but should be 

included in the overall safety evaluation 

of the airplane. Any statistical or 

probability terms used in the following 

special conditions apply to the 

structural requirements only and do not 

replace, remove, or supersede other 

requirements, including those in part 

23, subpart E. These criteria are only 

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28532 Federal Register / Vol. 77, No. 94 / Tuesday, May 15, 2012 / Proposed Rules 

applicable to structure whose failure 

could prevent continued safe flight and 

landing. 

(B) In addition to the requirements in 

14 CFR part 23, § 23.301 Loads, comply 

with the following: 

SC 23.301 Loads, Probability of Failure 

of Load Alleviation System 

(a) Failures of the load alleviation 

system, including the annunciation 

system, must be immediately 

annunciated to the pilot or annunciated 

prior to the next flight. Failure of the 

load alleviation system, including the 

annunciation system, must be no greater 

than 1 × 10¥5 per flight hour. 

(b) If failure of the load alleviation 

system, including the annunciation 

system, is greater than 1 × 10¥8 per 

flight hour, an independent system 

functional test must be accomplished at 

a periodic interval to limit time 

exposure to an undetected failed 

system. The time interval for the system 

functional test must be selected so that 

the product of the time interval in hours 

and the failure of the load alleviation 

system, including the annunciation 

system, is no greater than 1 × 10¥5 per 

hour. 

(c) Failures of the load alleviation 

system, including the annunciation 

system, must be reported to the FAA in 

a manner acceptable to the 

Administrator. 

(C) In place of the requirements in 14 

CFR part 23, 23.303 Factor of Safety, 

comply with the following: 

SC 23.303 Factor of Safety, Load 

Alleviation Systems 

The airplane must be able to 

withstand the limit and ultimate loads 

resulting from the following scenarios: 

(a) The loads resulting from 14 CFR 

23, 23.321 through 23.537, as 

applicable, corresponding to a fully 

operative load alleviation system. A 

factor of safety of 1.5 must be applied 

to determine ultimate loads. 

(b) If an independent system 

functional test is required by SC 

23.301(b), the loads resulting from 14 

CFR 23, 23.321 through 23.537, as 

applicable, corresponding to the system 

in the failed state without additional 

flight limitations or reconfiguration of 

the airplane. A factor of safety of 1.0 

must be applied to determine ultimate 

loads. 

(c) The loads corresponding to the 

time of occurrence of load alleviation 

system failure and immediately after the 

failure. These loads must be determined 

at any speed up to VNE, starting from 1g 

level flight conditions, and considering 

realistic scenarios, including pilot 

corrective actions. A factor of safety of 

1.5 must be applied to determine 

ultimate loads. 

(d) For airplanes equipped with 

‘‘before the next flight’’ failure 

annunciation systems, the loads 

resulting from 14 CFR 23, 23.321 

through 23.537, as applicable, 

corresponding to the system in the 

failed state without additional flight 

limitations or reconfiguration of the 

airplane. A factor of safety of 1.25 must 

be applied to determine ultimate loads. 

(e) For airplanes equipped with 

‘‘immediate’’ failure annunciation 

systems, the loads resulting from 14 

CFR 23, 23.321 through 23.537, as 

applicable, corresponding to the system 

in the failed state with additional flight 

limitations or reconfiguration of the 

airplane. A factor of safety of 1.0 must 

be applied to determine ultimate loads. 

(D) In addition to the requirements in 

14 CFR 23, 23.571 through 23.574, 

comply with the following: 

SC 23.571 Through SC 23.574 Fatigue 

and Damage Tolerance 

If any system failure would have a 

significant effect on the fatigue or 

damage evaluations required in 

§§ 23.571 through 23.574, then these 

effects must be taken into account. If an 

independent system functional test is 

required by SC 23.301(b), the effect on 

fatigue and damage evaluations 

resulting from the selected inspection 

interval must be taken into account. 

(E) In addition to the requirements in 

14 CFR 23, 23.629 Flutter, comply with 

the following: 

SC 23.629 Flutter 

(a) With the load alleviation system 

fully operative, compliance to 14 CFR 

23, 23.629 must be shown. Compliance 

with § 23.629(f) must include the 

ATLAS control system and control 

surface. 

(b) At the time of occurrence of load 

alleviation system failure and 

immediately after the failure, 

compliance with 14 CFR 23, 23.629 (a) 

and (e) must be shown up to VD/MD

without consideration of additional 

operating limitations or reconfiguration 

of the airplane. 

(c) For airplanes equipped with 

‘‘before the next flight’’ failure 

annunciation systems and the load 

alleviation system in the failed state, 

compliance to 14 CFR 23, 23.629 

Flutter, paragraphs (a) and (e), must be 

shown up to VD/MD without 

consideration of additional operating 

limitations or reconfiguration of the 

airplane. 

(d) For airplanes equipped with 

‘‘immediate’’ failure annunciation 

systems and the load alleviation system 

in the failed state, compliance to 14 CFR 

23, 23.629 Flutter, paragraphs (a) and 

(e), must be shown with consideration 

of additional operating limitations or 

reconfiguration of the airplane at speeds 

up to VD = 1.4 × maximum speed 

limitation selected by the applicant. 

2. Active Load Alleviation Systems— 

Control System Requirements 

(A) In place of 14 CFR part 23, 

§ 23.672 Stability augmentation and 

automatic and power-operated systems 

requirement, comply with the following: 

SC 23.672 Load Alleviation Systems 

The load alleviation system must 

comply with the following: 

(a) A warning, which is clearly 

distinguishable to the pilot under 

expected flight conditions without 

requiring the pilot’s attention, must be 

provided for any failure in the load 

alleviation system or in any other 

automatic system that could result in an 

unsafe condition if the pilot was not 

aware of the failure. Warning systems 

must not activate the control system. 

(b) The design of the load alleviation 

system or of any other automatic system 

must permit initial counteraction of 

failures without requiring exceptional 

pilot skill or strength, by either the 

deactivation of the system or a failed 

portion thereof, or by overriding the 

failure by movement of the flight 

controls in the normal sense. 

(c) It must be shown that, while the 

system is active or after any single 

failure of the load alleviation system— 

(1) The airplane is safely controllable 

when the failure or malfunction occurs 

at any speed or altitude within the 

approved operating limitations that is 

critical for the type of failure being 

considered; 

(2) The controllability and 

maneuverability requirements of this 

part are met within a practical 

operational flight envelope (for 

example, speed, altitude, normal 

acceleration, and airplane configuration) 

that is described in the Airplane Flight 

Manual (AFM); and 

(3) The trim, stability, and stall 

characteristics are not impaired below a 

level needed to permit continued safe 

flight and landing. 

(B) In place of 14 CFR part 23, 23.677 

Trim systems requirement, comply with 

the following: 

SC 23.677 Load Alleviation Active 

Control Surface 

(a) Proper precautions must be taken 

to prevent inadvertent, improper, or 

abrupt Tamarack Active Control Surface 

(TACS) operation. 

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Federal Register / Vol. 77, No. 94 / Tuesday, May 15, 2012 / Proposed Rules 28533 

(b) The load alleviation system must 

be designed so that, when any one 

connecting or transmitting element in 

the primary flight control system fails, 

adequate longitudinal control for safe 

flight and landing is available. 

(c) The load alleviation system must 

be irreversible unless the TACS is 

properly balanced and has no unsafe 

flutter characteristics. The system must 

have adequate rigidity and reliability in 

the portion of the system from the tab 

to the attachment of the irreversible unit 

to the airplane structure. 

(d) It must be demonstrated that the 

airplane is safely controllable and that 

the pilot can perform all maneuvers and 

operations necessary to effect a safe 

landing following any probable powered 

system runaway that reasonably might 

be expected in service, allowing for 

appropriate time delay after pilot 

recognition of the system runaway. The 

demonstration must be conducted at 

critical airplane weights and center of 

gravity positions. 

(C) In place of 14 CFR part 23, 23.683 

Operation tests requirement, comply 

with the following: 

SC 23.683 Operation Tests 

(a) It must be shown by operation 

tests that, when the load alleviation 

system is active and operational and 

loaded as prescribed in paragraph (b) of 

this section, the system is free from— 

(1) Jamming; 

(2) Excessive friction; and 

(3) Excessive deflection. 

(b) The prescribed test loads are, for 

the entire system, loads corresponding 

to the limit airloads on the appropriate 

surface. 

(D) In place of 14 CFR part 23, 23.685 

Control system details requirement, 

comply with the following: 

SC 23.685 Control System Details 

(a) Each detail of the Tamarack Active 

Control Surface (TACS) must be 

designed and installed to prevent 

jamming, chafing, and interference from 

cargo, passengers, loose objects, or the 

freezing of moisture. 

(b) There must be means in the 

cockpit to prevent the entry of foreign 

objects into places where they would 

jam any one connecting or transmitting 

element of the system. 

(c) Each element of the load 

alleviation system must have design 

features, or must be distinctively and 

permanently marked, to minimize the 

possibility of incorrect assembly that 

could result in malfunctioning of the 

control system. 

(E) In place of 14 CFR part 23, 23.697 

Wing flap controls requirement, comply 

with the following: 

SC 23.697 Load Alleviation System 

Controls 

(a) The Tamarack Active Control 

Surface (TACS) must be designed so 

that, when the surface has been placed 

in any position, it will not move from 

that position unless the control is 

adjusted or is moved by the automatic 

operation of a load alleviation system. 

(b) The rate of movement of the TACS 

in response to the automatic device 

must give satisfactory flight and 

performance characteristics under 

steady or changing conditions of 

airspeed, engine power, and attitude. 

(F) In place of 14 CFR part 23, 23.701 

Flap interconnection requirement, 

comply with the following: 

SC 23.701 Load Alleviation System 

Interconnection 

(a) The load alleviation system and 

related movable surfaces as a system 

must— 

(1) Be synchronized by a mechanical 

interconnection between the movable 

surfaces; or by an approved equivalent 

means; or 

(2) Be designed so that the occurrence 

of any failure of the system that would 

result in an unsafe flight characteristic 

of the airplane is extremely improbable; 

or 

(b) The airplane must be shown to 

have safe flight characteristics with any 

combination of extreme positions of 

individual movable surfaces. 

Issued in Kansas City, Missouri, on May 2, 

2012. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–11214 Filed 5–14–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–0499; Notice No. 25– 

12–01–SC] 

Special Conditions: Boeing, Model 

737–800; Large Non-Structural Glass in 

the Passenger Compartment 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Boeing Model 737– 

800 airplane. This airplane as modified 

by Lufthansa Technik will have a novel 

or unusual design feature associated 

with the installation of large nonstructural glass items in the cabin area 

of an executive interior occupied by 

passengers and crew. The installation of 

these items in a passenger compartment, 

which can be occupied during taxi, 

takeoff, and landing, is a novel or 

unusual design feature with respect to 

the material used. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These proposed 

special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

DATES: Send your comments on or 

before June 4, 2012. 

ADDRESSES: Send comments identified 

by docket number FAA–2012–0499 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 

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

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot.gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

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

through Friday, except federal holidays. 

mstockstill on DSK4VPTVN1PROD with PROPOSALS