57758 Federal Register / Vol. 81, No. 164 / Wednesday, August 24, 2016 / Rules and Regulations 

at the time of the rule’s posting, which 

may include the preamble 

accompanying the rule. The Secretary 

will not consider new evidence 

submitted in connection with a request. 

(4) A request under this section must 

be filed in electronic format by email to 

the address that the rule designates for 

correction requests. Should filing by 

email not be feasible, the requester 

should contact the program point of 

contact designated in the rule regarding 

an appropriate alternative means of 

filing a request. 

(5) A request that does not comply 

with the requirements of this section 

will not be considered. 

(e) Correction of rules. The Secretary 

may respond to a request for correction 

under paragraph (d) of this section or 

address an Error discovered on the 

Secretary’s own initiative by submitting 

to the Office of the Federal Register 

either a corrected rule or the rule as 

previously posted. 

(f) Publication in the Federal 

Register. (1) If, after receiving one or 

more properly filed requests for 

correction, the Secretary decides not to 

undertake any corrections, the Secretary 

will submit the rule for publication to 

the Office of the Federal Register as it 

was posted pursuant to paragraph (c)(1) 

of this section. 

(2) If the Secretary receives no 

properly filed requests after posting a 

rule and identifies no Errors on the 

Secretary’s own initiative, the Secretary 

will in due course submit the rule, as it 

was posted pursuant to paragraph (c)(1) 

of this section, to the Office of the 

Federal Register for publication. This 

will occur after the period prescribed by 

paragraph (c)(2) of this section has 

elapsed. 

(3) If the Secretary receives a properly 

filed request after posting a rule 

pursuant to (c)(1) and determines that a 

correction is necessary, the Secretary 

will, absent extenuating circumstances, 

submit a corrected rule for publication 

in the Federal Register within 30 days 

after the period prescribed by paragraph 

(c)(2) of this section has elapsed. 

(4) Consistent with the Act, 

compliance with an energy conservation 

standard will be required upon the 

specified compliance date as published 

in the relevant rule in the Federal 

Register. 

(5) Consistent with the Administrative 

Procedure Act, and other applicable 

law, the Secretary will ordinarily 

designate an effective date for a rule 

under this section that is no less than 30 

days after the publication of the rule in 

the Federal Register. 

(6) When the Secretary submits a rule 

for publication, the Secretary will make 

publicly available a written statement 

indicating how any properly filed 

requests for correction were handled. 

(g) Alteration of standards. Until an 

energy conservation standard has been 

published in the Federal Register, the 

Secretary may correct such standard, 

consistent with the Administrative 

Procedure Act. 

(h) Judicial review. For determining 

the prematurity, timeliness, or lateness 

of a petition for judicial review pursuant 

to section 336(b) of the Act (42 U.S.C. 

6306), a rule is considered ‘‘prescribed’’ 

on the date when the rule is published 

in the Federal Register. 

PART 431—ENERGY EFFICIENCY 

PROGRAM FOR CERTAIN 

COMMERCIAL AND INDUSTRIAL 

EQUIPMENT 

■ 3. The authority citation for part 431 

continues to read as follows: 

Authority: 42 U.S.C. 6291–6317. 

■ 4. Section 431.3 is revised to read as 

follows: 

§ 431.3 Error Correction procedure for 

energy conservation standards rules. 

Requests for error corrections 

pertaining to an energy conservation 

standard rule for commercial or 

industrial equipment shall follow those 

procedures and provisions detailed in 

10 CFR 430.5 of this chapter. 

[FR Doc. 2016–19968 Filed 8–23–16; 8:45 am] 

BILLING CODE 6450–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2015–5391; Special 

Conditions No. 25–630–SC] 

Special Conditions: The Boeing 

Company, Boeing Model 767–2C 

Airplane; Non-Rechargeable Lithium 

Battery Installations 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for the Boeing Model 767–2C 

airplane. This airplane will have a novel 

or unusual design feature when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport-category 

airplanes. This design feature is 

associated with non-rechargeable 

lithium battery installations. The 

applicable airworthiness regulations do 

not contain adequate or appropriate 

safety standards for this design feature. 

These 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: Effective April 22, 2017. 

FOR FURTHER INFORMATION CONTACT: 

Nazih Khaouly, Airplane and Flight 

Crew Interface Branch, ANM–111, 

Transport Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2432; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: 

Future Requests for Installation of NonRechargeable Lithium Batteries 

The FAA anticipates that nonrechargeable lithium batteries will be 

installed in other makes and models of 

airplanes. We have determined to 

require special conditions for all 

applications requesting nonrechargeable lithium battery 

installations, except the installations 

excluded in the Applicability section, 

until the airworthiness requirements 

can be revised to address this issue. 

Applying special conditions to these 

installations across the range of all 

transport-airplane makes and models 

ensures regulatory consistency among 

applicants. 

The FAA issued special conditions 

no. 25–612–SC to Gulfstream Aerospace 

Corporation for their GVI airplane. 

Those are the first special conditions the 

FAA issued for non-rechargeable 

lithium battery installations. We 

explained in that document our 

determination to make those special 

conditions effective one year after 

publication of those special conditions 

in the Federal Register, and our 

intention for other special conditions for 

other makes and models to be effective 

on this same date or 30 days after their 

publication, whichever is later. 

Background 

On January 18, 2010, The Boeing 

Company (Boeing) applied for an 

amendment to type certificate no. 

A1NM to include a new Model 767–2C 

airplane. The Model 767–2C airplane is 

a twin-engine, transport-category 

freighter derivative of the Model 767– 

200 airplane currently approved under 

type certificate no. A1NM. This freighter 

has a maximum takeoff weight of 

415,000 pounds and can be configured 

to carry up to 11 supernumeraries. 

The Model 767–2C airplane 

incorporates provisions to support 

subsequent supplemental type 

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certificate (STC) modifications, which 

are intended to provide additional 

mission capabilities, including 

provisions to support conversion into an 

aerial refueling platform (i.e., tanker) 

configuration. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations, (14 CFR) 21.101, 

Boeing must show that the Model 767– 

2C airplane meets the applicable 

provisions of the regulations listed in 

type certificate no. A1NM or the 

applicable regulations in effect on the 

date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. The regulations listed 

in the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

listed in type certificate no. A1NM are 

14 CFR part 25, effective February 1, 

1965, including Amendments 25–1 

through 25–37, with exceptions listed in 

the type certificate. In addition, the 

certification basis includes other 

regulations, special conditions, and 

exemptions that are not relevant to these 

special conditions. Type certificate no. 

A1NM will be updated to include a 

complete description of the certification 

basis for this airplane model. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Model 767–2C airplane 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 airplane model for 

which they are issued. Should the type 

certificate for that model be amended 

later to include any other model that 

incorporates the same novel or unusual 

design feature, or should any other 

model already included on the same 

type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model 767–2C airplane 

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 Boeing Model 767–2C airplane 

will incorporate non-rechargeable 

lithium batteries. 

A battery system consists of the 

battery and any protective, monitoring, 

and alerting circuitry or hardware inside 

or outside of the battery. It also includes 

vents (where necessary) and packaging. 

For the purpose of these special 

conditions, a ‘‘battery’’ and ‘‘battery 

system’’ are referred to as a battery. 

Discussion 

The FAA derived the current 

regulations governing installation of 

batteries in transport-category airplanes 

from Civil Air Regulations (CAR) 

4b.625(d) as part of the re-codification 

of CAR 4b that established 14 CFR part 

25 in February 1965. We basically 

reworded the battery requirements, 

which are currently in § 25.1353(b)(1) 

through (b)(4), from the CAR 

requirements. Non-rechargeable lithium 

batteries are novel and unusual with 

respect to the state of technology 

considered when these requirements 

were codified. These batteries introduce 

higher energy levels into airplane 

systems through new chemical 

compositions in various battery-cell 

sizes and construction. Interconnection 

of these cells in battery packs introduces 

failure modes that require unique design 

considerations, such as provisions for 

thermal management. 

Recent events involving rechargeable 

and non-rechargeable lithium batteries 

prompted the FAA to initiate a broad 

evaluation of these energy-storage 

technologies. In January 2013, two 

independent events involving 

rechargeable lithium-ion batteries 

demonstrated unanticipated failure 

modes. A National Transportation 

Safety Board (NTSB) letter to the FAA, 

dated May 22, 2014, which is available 

at http://www.ntsb.gov, filename A–14– 

032–036.pdf, describes these events. 

On July 12, 2013, an event involving 

a non-rechargeable lithium battery in an 

emergency-locator-transmitter 

installation demonstrated unanticipated 

failure modes. The United Kingdom’s 

Air Accidents Investigation Branch 

Bulletin S5/2013 describes this event. 

Some known uses of rechargeable and 

non-rechargeable lithium batteries on 

airplanes include: 

• Flight deck and avionics systems 

such as displays, global positioning 

systems, cockpit voice recorders, flight 

data recorders, underwater locator 

beacons, navigation computers, 

integrated avionics computers, satellite 

network and communication systems, 

communication-management units, and 

remote-monitor electronic linereplaceable units; 

• Cabin safety, entertainment, and 

communications equipment, including 

emergency-locator transmitters, life 

rafts, escape slides, seatbelt air bags, 

cabin management systems, Ethernet 

switches, routers and media servers, 

wireless systems, internet and in-flight 

entertainment systems, satellite 

televisions, remotes, and handsets; 

• Systems in cargo areas including 

door controls, sensors, video 

surveillance equipment, and security 

systems. 

Some known potential hazards and 

failure modes associated with nonrechargeable lithium batteries are: 

• Internal failures: In general, these 

batteries are significantly more 

susceptible to internal failures that can 

result in self-sustaining increases in 

temperature and pressure (i.e., thermal 

runaway) than their nickel-cadmium or 

lead-acid counterparts. The metallic 

lithium can ignite, resulting in a selfsustaining fire or explosion. 

• Fast or imbalanced discharging: 

Fast discharging or an imbalanced 

discharge of one cell of a multi-cell 

battery may create an overheating 

condition that results in an 

uncontrollable venting condition, which 

in turn leads to a thermal event or an 

explosion. 

• Flammability: Unlike nickelcadmium and lead-acid batteries, 

lithium batteries use higher energy and 

current in an electrochemical system 

that can be configured to maximize 

energy storage of lithium. They also use 

liquid electrolytes that can be extremely 

flammable. The electrolyte, as well as 

the electrodes, can serve as a source of 

fuel for an external fire if the battery 

casing is breached. 

Special condition no. 1 requires that 

each individual cell within a nonrechargeable lithium battery be designed 

to maintain safe temperatures and 

pressures. Special condition no. 2 

addresses these same issues but for the 

entire battery. Special condition no. 2 

requires that the battery be designed to 

prevent propagation of a thermal event, 

such as self-sustained, uncontrolled 

increases in temperature or pressure 

from one cell to adjacent cells. 

Special condition nos. 1 and 2 are 

intended to ensure that the nonrechargeable lithium battery and its 

cells are designed to eliminate the 

potential for uncontrolled failures. 

However, a certain number of failures 

will occur due to various factors beyond 

the control of the designer. Therefore, 

other special conditions are intended to 

protect the airplane and its occupants if 

failure occurs. 

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Special condition nos. 3, 7, and 8 are 

self-explanatory, and the FAA does not 

provide further explanation for them at 

this time. 

Special condition no. 4 makes it clear 

that the flammable-fluid fire-protection 

requirements of § 25.863 apply to nonrechargeable lithium battery 

installations. Section 25.863 is 

applicable to areas of the airplane that 

could be exposed to flammable fluid 

leakage from airplane systems. Nonrechargeable lithium batteries contain 

electrolyte that is a flammable fluid. 

Special condition no. 5 requires each 

non-rechargeable lithium battery 

installation to not damage surrounding 

structure or adjacent systems, 

equipment, or electrical wiring from 

corrosive fluids or gases that may 

escape. Special condition no. 6 requires 

each non-rechargeable lithium battery 

installation to have provisions to 

prevent any hazardous effect on 

airplane structure or systems caused by 

the maximum amount of heat it can 

generate due to any failure of it or its 

individual cells. The means of meeting 

these special conditions may be the 

same, but they are independent 

requirements addressing different 

hazards. Special condition no. 5 

addresses corrosive fluids and gases, 

whereas special condition no. 6 

addresses heat. 

These special conditions will apply to 

all non-rechargeable lithium battery 

installations in lieu of § 25.1353(b)(1) 

through (b)(4) at Amendment 25–123. 

Sections 25.1353(b)(1) through (b)(4) at 

Amendment 25–123 will remain in 

effect for other battery installations. 

These 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. 

Discussion of Comments 

Notice of proposed special conditions 

no. 25–16–01–SC, for the Boeing 767– 

2C airplane, was published in the 

Federal Register on January 27, 2016 

[81 FR 4596]. We received four 

substantive comments. 

The Aerospace Industries Association 

(AIA) provided several comments that 

were identical to their comments for 

special conditions no. 25–612–SC, 

which we issued to Gulfstream 

Aerospace Corporation for nonrechargeable lithium battery 

installations on Gulfstream GVI 

airplanes. The FAA responded to each 

of these comments in that final special 

conditions document. We incorporated 

the same revisions into these Boeing 

767–2C special conditions that we 

incorporated into the Gulfstream GVI 

special conditions as a result of AIA’s 

comments. 

Boeing commented that they fully 

support AIA’s comments. 

Boeing requested that the FAA 

provide adequate time before nonrechargeable lithium battery special 

conditions become effective to support 

validation activities by foreign civil 

airworthiness authorities (FCAA) and to 

not adversely impact future airplane 

deliveries by all applicants. The FAA 

considered this same comment from 

Boeing for special conditions no. 25– 

612–SC and provided a detailed 

response in that document. We 

determined the effective date for these 

Boeing 767–2C special conditions based 

on Boeing’s comment and other factors 

stated in special conditions no. 25–612– 

SC. 

Boeing commented that the FAA 

needs to clearly define the applicability 

of these special conditions. Boeing’s 

comment is similar to their comment on 

special conditions no. 25–612–SC. We 

provided a detailed response in special 

conditions no. 25–612–SC and have 

clearly defined the applicability for 

these Boeing 767–2C special conditions. 

One aspect of Boeing’s comment that we 

did not address in special conditions 

no. 25–612–SC is that some design 

changes may not change a lithium 

battery installation but affect it, which 

results in these special conditions being 

applicable. For example, adding a heat 

source next to a lithium battery can 

increase its possibility of entering into 

thermal runaway. Lithium battery 

installations affected by design changes 

must meet these special conditions. 

Some examples of changes that affect 

lithium battery installations are those 

that: 

• Increase the temperatures or 

pressures in a battery, 

• Increase the electrical load on a 

battery, 

• Increase potential for imbalance 

between battery cells, 

• Modify protective circuitry for a 

lithium battery, 

• Increase the airplane level risk due 

to the location of an existing lithium 

battery. An example is installation of a 

new oxygen line next to an existing part 

that has a lithium battery. The airplane 

level risk may increase due to the 

potential hazard of a lithium battery fire 

in the proximity of oxygen. 

Gulfstream Aerospace Corporation 

commented that they agree with 

Boeing’s comments and requested that 

the FAA consider incorporating their 

proposed changes into this document. 

AmSafe recommended that the FAA 

state in the preamble that design 

mitigation or analysis at the airplane 

level may be applied to show that 

designs meet these special conditions. 

The FAA has determined that these 

special conditions are to require the 

battery to be designed to minimize the 

potential of uncontrollable failure, and 

to not only rely on mitigation of a 

battery failure at the airplane level. 

Therefore, we have not incorporated the 

proposed revision into the preamble of 

these special conditions. 

AmSafe commented that they concur 

with proposed special condition no. 1 

with an understanding that ‘‘foreseeable 

operating conditions’’ equates to the full 

normal operating envelope of the 

airplane. However, this is not a correct 

understanding of proposed special 

condition no. 1. The FAA intends for 

the term ‘‘foreseeable operating 

conditions,’’ in these special conditions, 

to apply at the cell level and not only 

at the airplane level. In addition, 

‘‘foreseeable’’ includes anticipated 

abnormal operating conditions. 

AmSafe recommended revising 

proposed special condition no. 2 to 

read, ‘‘Battery installation and/or 

equipment containing any nonrechargeable lithium battery must 

preclude the occurrence of, or mitigate 

the effect of self-sustaining, 

uncontrolled increases in temperature 

or pressure.’’ Amsafe’s rationale was 

based on their recommendation that 

design mitigation or analysis at the 

airplane level be acceptable. As 

explained above, the FAA has 

determined that these special conditions 

are to require the battery to be designed 

to minimize the potential of 

uncontrollable failure, and to not only 

rely on mitigation of a battery failure at 

the airplane level. The FAA has not 

incorporated the proposed revision into 

special condition no. 2. 

AmSafe recommended adding the 

phrase ‘‘. . . failure which is not shown 

to be extremely remote . . .’’ to 

proposed special condition no. 3. The 

FAA responds that service history 

shows that battery failure is not 

extremely remote. Therefore, to ensure 

that failures are properly anticipated 

and accounted for, we have not revised 

proposed special condition no. 3 to 

include these words. 

AmSafe recommended deleting 

§ 25.863(c)(d) from proposed special 

condition no 4. The FAA does not 

concur. Section 25.863 already applies 

to non-rechargeable lithium batteries 

since they contain electrolyte that is a 

flammable fluid. Since § 25.863 has 

historically been applied to flammable 

fluids related to propulsion and 

hydraulic systems, the FAA is including 

special condition no. 4 to ensure that 

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Federal Register / Vol. 81, No. 164 / Wednesday, August 24, 2016 / Rules and Regulations 57761 

there is no misunderstanding that 

§ 25.863 also applies to these batteries. 

AmSafe recommended revising 

proposed special condition no. 5 to 

prohibit damage to surrounding 

structure or adjacent systems, 

equipment, or electrical wiring from 

corrosive fluids or gases that may escape 

‘‘in such a way as to cause a hazardous 

or catastrophic failure condition.’’ AIA 

also recommended this revision. The 

FAA intends for special condition no. 5 

to be consistent with § 25.1309. So, we 

added the words ‘‘. . . in such a way as 

to cause a major or more-severe failure 

condition.’’ The revised special 

condition now reads, ‘‘. . . each nonrechargeable lithium battery installation 

must not damage surrounding structure 

or adjacent systems, equipment, or 

electrical wiring from corrosive fluids or 

gases that may escape in such a way as 

to cause a major or more-severe failure 

condition.’’ The FAA does not concur 

with excluding major failure conditions. 

AmSafe concurred with proposed 

special condition no. 6. 

AmSafe concurred with proposed 

special condition no. 7 and 

recommended revising proposed special 

condition no. 8. However, the FAA 

deleted these proposed special 

conditions as explained in our response 

to AIA’s comments in special conditions 

no. 25–612–SC. 

AmSafe recommended revising ‘‘safe 

operation of the airplane’’ in proposed 

special condition nos. 9 and 10 to 

‘‘continued safe operation of the 

airplane.’’ The phrase ‘‘continued safe 

operation of the airplane’’ is used to 

refer to safe operation of the airplane 

after a failure has occurred. The phrase 

‘‘safe operation of the airplane’’ is more 

general and appropriate for these special 

conditions. We did not incorporate 

AmSafe’s proposed revision into these 

special conditions. 

The FAA has determined that 

‘‘uncontrolled’’ in special condition no. 

2 should be ‘‘uncontrollable’’ to more 

accurately describe the concern. This 

revision does not change the intended 

meaning of this special condition. 

Except as discussed above, the special 

conditions are adopted as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Model 

767–2C airplane. Should the applicant 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, or should any 

other model already included on the 

same type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would apply to that model as well. 

These special conditions are only 

applicable to design changes applied for 

after their effective date. The existing 

airplane fleet and follow-on deliveries 

of airplanes with previously certified 

non-rechargeable lithium battery 

installations are not affected. 

These special conditions are not 

applicable to previously certified nonrechargeable lithium battery 

installations where the only change is 

either cosmetic or relocating the 

installation to improve the safety of the 

airplane and occupants. The FAA 

determined that this exclusion is in the 

public interest because the need to meet 

all of the special conditions might 

otherwise deter such design changes 

that involve relocating batteries. A 

cosmetic change is a change in 

appearance only, and does not change 

any function or safety characteristic of 

the battery installation. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and record keeping requirements. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Special Conditions 

Accordingly, the following special 

conditions are part of the type 

certification basis for the Boeing Model 

767–2C airplane. 

Non-Rechargeable Lithium Battery 

Installations 

In lieu of § 25.1353(b)(1) through 

(b)(4) at Amendment 25–123, each nonrechargeable lithium battery installation 

must: 

1. Maintain safe cell temperatures and 

pressures under all foreseeable 

operating conditions to prevent fire and 

explosion. 

2. Prevent the occurrence of selfsustaining, uncontrollable increases in 

temperature or pressure. 

3. Not emit explosive or toxic gases, 

either in normal operation or as a result 

of its failure, that may accumulate in 

hazardous quantities within the 

airplane. 

4. Meet the requirements of § 25.863. 

5. Not damage surrounding structure 

or adjacent systems, equipment, or 

electrical wiring from corrosive fluids or 

gases that may escape in such a way as 

to cause a major or more-severe failure 

condition. 

6. Have provisions to prevent any 

hazardous effect on airplane structure or 

systems caused by the maximum 

amount of heat it can generate due to 

any failure of it or its individual cells. 

7. Have a failure sensing and warning 

system to alert the flightcrew if its 

failure affects safe operation of the 

airplane. 

8. Have a means for the flightcrew or 

maintenance personnel to determine the 

battery charge state if the battery’s 

function is required for safe operation of 

the airplane. 

Note: A battery system consists of the 

battery and any protective, monitoring, 

and alerting circuitry or hardware inside 

or outside of the battery. It also includes 

vents (where necessary) and packaging. 

For the purpose of these special 

conditions, a ‘‘battery’’ and ‘‘battery 

system’’ are referred to as a battery. 

Issued in Renton, Washington, on August 

11, 2016. 

Paul Bernado, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–19991 Filed 8–23–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 95 

[Docket No. 31093; Amdt. No. 528] 

IFR Altitudes; Miscellaneous 

Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule 

SUMMARY: This amendment adopts 

miscellaneous amendments to the 

required IFR (instrument flight rules) 

altitudes and changeover points for 

certain Federal airways, jet routes, or 

direct routes for which a minimum or 

maximum en route authorized IFR 

altitude is prescribed. This regulatory 

action is needed because of changes 

occurring in the National Airspace 

System. These changes are designed to 

provide for the safe and efficient use of 

the navigable airspace under instrument 

conditions in the affected areas. 

DATES: Effective Date: 0901 UTC, 

September 15, 2016. 

FOR FURTHER INFORMATION CONTACT: 

Richard A. Dunham, Flight Procedure 

Standards Branch (AMCAFS–420), 

Flight Technologies and Programs 

Division, Flight Standards Service, 

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