Federal Register / Vol. 75, No. 59 / Monday, March 29, 2010 / Proposed Rules 15357 

perform simultaneous detailed visual 

inspections of the IPGB and of the DDS on 

flap tracks 1 and 5 on both wings for 

corrosion and wear detection. For any Type 

3 damaged parts on flap tracks 1 and 5, do 

all applicable corrective actions before 

further flight. For any Type 2 damaged IPGB 

parts on flap tracks 1 and 5, do all applicable 

corrective actions within 18 months after 

doing the inspection required by paragraph 

(g)(1)(ii)(A)(2) of this AD. 

(B) For wings on which no Type 3 damage 

is found on the DDS of flap track 2 and 4: 

Within 18 months after doing the inspection 

required by paragraph (g)(1)(ii) of this AD, 

perform simultaneous detailed visual 

inspections of the IPGB and of the DDS on 

flap tracks 1, 3, and 5 on both wings for 

corrosion and wear detection. For any Type 

3 damaged parts on flap tracks 1, 3, and 5, 

do all applicable corrective actions before 

further flight. For Type 2 damaged IPGB parts 

on flap tracks 1, 3, and 5, do all applicable 

corrective actions within 18 months after 

doing the inspection required by paragraph 

(g)(1)(ii) of this AD. 

(iii) Within 30 days after performing an 

initial inspection required by paragraph 

(g)(1)(i) or (g)(1)(ii) of this AD, or within 30 

days after the effective date of this AD, 

whichever occurs later, report the initial 

inspection results only, whatever they are, to 

Airbus as specified in the reporting sheet of 

the applicable service information listed in 

Table 1 of this AD. 

(iv) Within 6 years after performing the 

applicable inspection required by paragraph 

(g)(1)(i) or (g)(1)(ii) of this AD, and thereafter 

at intervals not exceeding 6 years: Perform 

simultaneous detailed visual inspections of 

the IPGB and of the DDS on all flap tracks 

on both wings for corrosion and wear 

detection and do all applicable corrective 

actions. For Type 3 damaged parts, do all 

applicable corrective actions before further 

flight. For Type 2 damaged IPGB parts, do all 

applicable corrective actions within 18 

months after doing the inspection. 

(2) For airplanes other than those 

identified in paragraph (g)(1) of this AD: 

Within 6 years after issuance of the original 

French standard airworthiness certificate or 

the date of issuance of the original French or 

EASA export certificate of airworthiness, or 

within 20 months after the effective date of 

this AD, whichever occurs later; and 

thereafter at intervals not exceeding 6 years; 

perform simultaneous detailed visual 

inspections of the IPGB and of the DDS on 

all flap tracks on both wings for corrosion 

and wear detection and do all applicable 

corrective actions. For Type 3 damaged parts, 

do all applicable corrective actions before 

further flight. For Type 2 damaged IPGB 

parts, do all applicable corrective actions 

within 18 months after doing the inspection. 

(3) Actions done before the effective date 

of this AD in accordance with the applicable 

service information specified in Table 2 of 

this AD are acceptable for compliance with 

the corresponding requirements of this AD. 

TABLE 2—CREDIT SERVICE INFORMATION

Airbus mandatory service bulletin— Revision— Dated— 

A330–27–3151 ...................................................................... Original ................................................................................. August 9, 2007. 

A330–27–3152 ...................................................................... Original ................................................................................. August 9, 2007. 

A330–27–3152 ...................................................................... 01 ......................................................................................... March 19, 2008. 

A340–27–4151 ...................................................................... Original ................................................................................. August 9, 2007. 

A340–27–4152 ...................................................................... Original ................................................................................. August 9, 2007. 

A340–27–4152 ...................................................................... 01 ......................................................................................... March 19, 2008. 

A340–27–5040 ...................................................................... Original ................................................................................. August 9, 2007. 

A340–27–5040 ...................................................................... 01 ......................................................................................... March 19, 2008. 

Note 1: Airbus should be contacted in 

order to get appropriate information for 

airplanes on which the original delivery date 

of the airplane is unknown to the operator. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: No 

differences. 

Other FAA AD Provisions 

(h) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Vladimir 

Ulyanov, Aerospace Engineer, International 

Branch, ANM–116, FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone (425) 

227–1138; fax (425) 227–1149. Before using 

any approved AMOC on any airplane to 

which the AMOC applies, notify your 

principal maintenance inspector (PMI) or 

principal avionics inspector (PAI), as 

appropriate, or lacking a principal inspector, 

your local Flight Standards District Office. 

The AMOC approval letter must specifically 

reference this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(i) Refer to MCAI EASA Airworthiness 

Directive 2008–0026, dated February 12, 

2008, and the service information specified 

in Table 1 of this AD, for related information. 

Issued in Renton, Washington, on March 

19, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–6849 Filed 3–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2010–0277; Directorate 

Identifier 2009–NM–217–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 767 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Model 767 airplanes. This proposed AD 

would require repetitive inspections to 

detect fatigue cracking in the upper 

wing skin at the fastener holes common 

to the inboard and outboard front spar 

pitch load fittings, and corrective 

actions if necessary. This proposed AD 

results from reports of cracking in the 

upper wing skin at the fastener holes 

common to the inboard and outboard 

front spar pitch load fittings. We are 

proposing this AD to detect and correct 

fatigue cracking in the upper wing skin 

at the fastener holes common to the 


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inboard and outboard front spar pitch 

load fittings, which could result in the 

loss of the strut-to-wing upper link load 

path and possible separation of a strut 

and engine from the airplane during 

flight. 

DATES: We must receive comments on 

this proposed AD by May 13, 2010. 

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 proposed 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6577; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2010–0277; Directorate Identifier 

2009–NM–217–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed 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 proposed AD. 

Discussion 

Multiple operators have reported a 

total of 36 cracks in the upper wing skin 

at the fastener holes common to the 

inboard and outboard front spar pitch 

load fittings. The airplanes had 

accumulated between 11,700 and 39,900 

total flight cycles, and between 28,700 

and 83,100 total flight hours. The 

reported crack lengths were between 

0.016 and 0.140 inch. All cracks were 

found during accomplishment of the 

open hole high frequency eddy current 

(HFEC) inspections given in Boeing 

service bulletins related to strut 

improvement—Boeing Service Bulletin 

767–54–0080, dated October 7, 1999; 

Boeing Service Bulletin 767–54–0080, 

Revision 1, dated May 9, 2002; Boeing 

Service Bulletin 767–54–0081, dated 

July 29, 1999; Boeing Service Bulletin 

767–54–0081, Revision 1, dated 

February 7, 2002; and Boeing Service 

Bulletin 767–54–0082, dated October 

28, 1999. Further Boeing analysis has 

determined the cracks to be a result of 

fatigue due to higher than predicted 

fastener load and skin stress peaking 

along the aft fastener row. This cracking, 

if not detected and corrected, could 

result in the loss of the strut-to-wing 

upper link load path and possible 

separation of a strut and engine from the 

airplane during flight. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 767–57A0117, dated 

October 1, 2009. This service bulletin 

describes procedures for repetitively 

inspecting the upper wing skin at the 

fastener holes common to the inboard 

and outboard front spar pitch load 

fittings for cracks and corrective actions. 

This service bulletin specifies to use 

detailed and ultrasonic inspection 

techniques to inspect the upper wing 

skin surface. For airplanes on which any 

cracking is found, the service bulletin 

also specifies the following corrective 

actions, as applicable: Removing cracks, 

installing and replacing new fasteners, 

repairing freeze plugs, and contacting 

Boeing for repair instructions and doing 

the repair. 

The compliance time for the initial 

upper wing skin surface detailed and 

ultrasonic inspections, or for the open 

hole HFEC inspection, depends upon 

the configuration of the airplane as 

defined in Boeing Alert Service Bulletin 

767–57A0117, dated October 1, 2009, 

and whether the airplane has been 

modified according to certain service 

bulletins. That service bulletin specifies 

the compliance time for the initial 

upper wing skin surface detailed and 

ultrasonic inspections as follows: 

• For Group 1, Configuration 1 

airplanes: Before 18,000 total flight 

cycles or 54,000 total flight hours 

(whichever occurs first). 

• For Group 1, Configuration 2 

airplanes: Within 11,000 flight cycles or 

33,000 flight hours after completing the 

actions specified in Service Bulletin 

767–54–0080 (whichever occurs first). 

• For Group 2, Configuration 1 

airplanes: Before 12,000 total flight 

cycles or 36,000 total flight hours 

(whichever occurs first). 

• For Group 2, Configuration 2 

airplanes: Before 12,000 flight cycles or 

36,000 flight hours after completing the 

actions specified in Boeing Service 

Bulletin 767–54–0080 (whichever 

occurs first). 

• For Group 3 airplanes: Before 

12,000 total flight cycles or 36,000 total 

flight hours (whichever occurs first). 

• For Group 4, Configuration 1 

airplanes: Before 25,000 total flight 

cycles or 75,000 total flight hours 

(whichever occurs first). 

• For Group 4, Configuration 2 

airplanes: Within 17,000 flight cycles or 

51,000 flight hours after completing the 

actions specified in Boeing Service 

Bulletin 767–54–0081 (whichever 

occurs first). 

• For Group 5, Configuration 1 

airplanes: Before 18,000 total flight 

cycles or 54,000 total flight hours 

(whichever occurs first). 

• For Group 5, Configuration 2 

airplanes: Within 15,000 flight cycles or 

45,000 flight hours after completing the 

actions specified in Boeing Service 

Bulletin 767–54–0081 (whichever 

occurs first). 

• For Group 6 airplanes: Before 

18,000 total flight cycles or 54,000 total 

flight hours (whichever occurs first). 


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• For Group 7 airplanes: Before 

18,000 total flight cycles or 54,000 total 

flight hours (whichever occurs first). 

• For Group 8, Configuration 1 

airplanes: Before 12,000 total flight 

cycles or 36,000 total flight hours 

(whichever occurs first). 

• For Group 8, Configuration 2 

airplanes: Within 9,000 flight cycles or 

27,000 flight hours after completing the 

actions specified in Boeing Service 

Bulletin 767–54–0082 (whichever 

occurs first). 

• For Group 9 airplanes: Before 

12,000 total flight cycles or 36,000 total 

flight hours (whichever occurs first). 

• For all airplanes: The service 

bulletin specifies a grace period of 

within 4,000 flight cycles or 12,000 

flight hours after the date on the service 

bulletin, (whichever occurs first). 

The service bulletin specifies 

repetitive intervals that range from 

4,000 flight cycles or 12,000 flight hours 

(whichever occurs first), to 17,000 flight 

cycles or 51,000 flight hours (whichever 

occurs first), depending upon the 

configuration. The compliance time for 

all corrective actions is before further 

flight. 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Proposed AD and Service Bulletin.’’ 

Differences Between the Proposed AD 

and Service Bulletin 

Boeing Alert Service Bulletin 767– 

57A0117, dated October 1, 2009, 

specifies to contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• Using 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 that we have 

authorized to make those findings. 

Interim Action 

We consider this proposed AD 

interim action. The manufacturer is 

currently developing a modification that 

will address the unsafe condition 

identified in this AD. Once this 

modification is developed, approved, 

and available, we might consider 

additional rulemaking. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 363 airplanes of U.S. 

registry. We also estimate that it would 

take about 2 work-hours per product to 

comply with this proposed AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this proposed AD to the U.S. 

operators to be $61,710, or $170 per 

product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

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 

We 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 this 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

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 AD: 

The Boeing Company: Docket No. FAA– 

2010–0277; Directorate Identifier 2009– 

NM–217–AD. 

Comments Due Date 

(a) We must receive comments by May 13, 

2010. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 767–200, –300, –300F, and 

–400ER series airplanes, certificated in any 

category; as identified in Boeing Alert 

Service Bulletin 767–57A0117, dated October 

1, 2009. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 57: Wings. 

Unsafe Condition 

(e) This AD results from reports of fatigue 

cracking in the upper wing skin at the 

fastener holes common to the inboard and 

outboard front spar pitch load fittings. The 

Federal Aviation Administration is issuing 

this AD to detect and correct fatigue cracking 

in the upper wing skin at the fastener holes 

common to the inboard and outboard front 

spar pitch load fittings, which could result in 

the loss of the strut-to-wing upper link load 

path and possible separation of a strut and 

engine from the airplane during flight. 

Compliance 

(f) 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 Inspection 

(g) Except as provided by paragraph (j) of 

this AD, at the applicable time specified in 

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

Service Bulletin 767–57A0117, dated October 

1, 2009: Do upper wing skin surface detailed 

and ultrasonic inspections, or do an openhole high-frequency eddy current inspection, 

to detect cracking in the upper wing skin at 

the fastener holes common to the inboard 


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and outboard front spar pitch load fittings, 

and do all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–57A0117, dated October 1, 2009, except 

as required by paragraph (i) of this AD. Do 

all applicable corrective actions before 

further flight. 

Repetitive Inspections 

(h) At the applicable time specified in 

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

Service Bulletin 767–57A0117, dated October 

1, 2009, repeat the applicable inspection 

required by paragraph (g) of this AD, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–57A0117, dated October 1, 2009. 

Exceptions to the Service Bulletin 

(i) If any cracking is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 767–57A0117, dated 

October 1, 2009, specifies to contact Boeing 

for appropriate action: Before further flight, 

repair the cracking using a method approved 

in accordance with the procedures specified 

in paragraph (k) of this AD. 

(j) Where Boeing Alert Service Bulletin 

767–57A0117, dated October 1, 2009, 

specifies a compliance time after the date on 

Boeing Alert Service Bulletin 767–57A0117, 

dated October 1, 2009, this AD requires 

compliance within the specified compliance 

time after the effective date of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Berhane Alazar, 

Aerospace Engineer, Airframe Branch, ANM– 

120S, FAA, Seattle Aircraft Certification 

Office (ACO), 1601 Lind Avenue, SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6577; fax (425) 917–6590. Or, email information to 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, or lacking a principal 

inspector, your local Flight Standards District 

Office. The AMOC approval letter must 

specifically reference this AD. 

(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 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. 

Issued in Renton, Washington, on March 

19, 2010. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2010–6851 Filed 3–26–10; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2009–1152; Airspace 

Docket No. 09–ASW–31] 

Proposed Amendment of Class E 

Airspace; Austin, TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

amend Class E airspace in the Austin, 

TX area. Additional controlled airspace 

is necessary to accommodate new 

Standard Instrument Approach 

Procedures (SIAPs) at Austin Executive 

Airport, Austin, TX. The FAA is taking 

this action to enhance the safety and 

management of Instrument Flight Rules 

(IFR) operations at the airport. 

DATES: Comments must be received on 

or before May 13, 2010. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, 1200 

New Jersey Avenue, SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. You must 

identify the docket number FAA–2009– 

1152/Airspace Docket No. 09–ASW–31, 

at the beginning of your comments. You 

may also submit comments through the 

Internet at http://www.regulations.gov. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in 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 on the ground floor of the 

building at the above address. 

FOR FURTHER INFORMATION CONTACT: 

Scott Enander, Central Service Center, 

Operations Support Group, Federal 

Aviation Administration, Southwest 

Region, 2601 Meacham Blvd., Fort 

Worth, TX 76137; telephone: 817–321– 

7716. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments, as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers and be submitted in 

triplicate to the address listed above. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this notice must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket No. FAA–2009–1152/Airspace 

Docket No. 09–ASW–31.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded through the 

Internet at http://www.regulations.gov. 

Recently published rulemaking 

documents can also be accessed through 

the FAA’s Web page at http:// 

www.faa.gov/airports_airtraffic/ 

air_traffic/publications/ 

airspace_amendments/. 

You may review the public docket 

containing the proposal, any comments 

received and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. An informal docket 

may also be examined during normal 

business hours at the office of the 

Central Service Center, 2601 Meacham 

Blvd., Fort Worth, TX 76137. 

Persons interested in being placed on 

a mailing list for future NPRMs should 

contact the FAA’s Office of Rulemaking 

202–267–9677, to request a copy of 

Advisory Circular No. 11–2A, Notice of 

Proposed Rulemaking Distribution 

System, which describes the application 

procedure. 

The Proposal 

This action proposes to amend Title 

14, Code of Federal Regulations (14 

CFR), Part 71 by adding additional Class 

E airspace extending upward from 700 

feet above the surface in the Austin, TX 

airspace area, establishing controlled 

airspace for SIAPs at Austin Executive 

Airport, Austin, TX. The addition of the 

RNAV (GPS) RWY 13 and RNAV (GPS) 

RWY 31 SIAPs at Austin Executive 

Airport has created the need to extend 

Class E airspace to the northwest, 


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