Federal Register / Vol. 80, No. 193 / Tuesday, October 6, 2015 / Proposed Rules 60307 

Bulletin 747–53A2852, dated June 22, 2012, 

do HFEC inspections for cracks at the 

permanent fastener holes and the upper 

chords of the upper deck floor beams, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2452, Revision 1, dated July 16, 

2012. 

(1) If any cracking is found during any 

inspection required by paragraph (k) or 

(k)(2)(i) of this AD, before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (o) of this AD. 

(2) If no cracking is found during any 

inspection required by the introductory text 

of paragraph (k) or (k)(2)(i) of this AD, do the 

actions required by paragraphs (k)(2)(i) and 

(k)(2)(ii) of this AD. 

(i) Repeat the inspections specified in 

paragraph (k) of this AD thereafter at the 

applicable times specified in Tables 8 and 9 

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

Alert Service Bulletin 747–53A2452, 

Revision 1, dated July 16, 2012. 

(ii) Within 10,000 flight cycles after 

accomplishing the initial HFEC inspections 

required by paragraph (k) of this AD, replace 

the upper chords of the upper deck floor 

beams by doing the actions specified in 

paragraphs (j)(1) and (j)(2) of this AD. 

(l) Exceptions to Service Information 

(1) Where Boeing Alert Service Bulletin 

747–53A2452, Revision 1, dated July 16, 

2012, specifies a compliance time ‘‘after the 

Revision 1 date of this service bulletin,’’ this 

AD requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(2) Where Boeing Alert Service Bulletin 

747–53A2452, Revision 1, dated July 16, 

2012; or Boeing Alert Service Bulletin 747– 

53A2852, dated June 22, 2012; specifies to 

contact Boeing for appropriate action: Before 

further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (o) of this AD. 

(m) Credit for Previous Actions 

This paragraph provides credit for the 

actions required by paragraphs (g), (h), and 

(i) of this AD, if those actions were performed 

before the effective date of this AD using 

Boeing Alert Service Bulletin 747–53A2452, 

dated April 3, 2003, which was incorporated 

by reference in AD 2005–20–29, Amendment 

39–14326 (70 FR 59246, October 12, 2005). 

(n) Special Flight Permit 

Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed. 

(o) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (p)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(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 (ODA) 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. 

(p) Related Information 

(1) For more information about this AD, 

contact Roger Caldwell, Aerospace Engineer, 

Technical Operations Center, ANM–100D, 

FAA, Denver Aircraft Certification Office, 

26805 East 68th Avenue, Room 214, Denver, 

CO 80249; phone: 303–342–1086; fax: 303– 

342–1088; email: roger.caldwell@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P. O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. You 

may view this referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

September 27, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–25272 Filed 10–5–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3982; Directorate 

Identifier 2015–NM–098–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company 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 

The Boeing Company Model 717–200 

airplanes. This proposed AD was 

prompted by multiple reports of the 

vertical stabilizer leading edge showing 

signs of fastener distress. This proposed 

AD would require a detailed inspection 

for any distress of the vertical stabilizer 

leading edge skin, and related 

investigative and corrective actions, if 

necessary. This proposed AD would 

also require, for certain airplanes, 

repetitive detailed inspections of the 

spar cap for any loose and missing 

fasteners, repetitive high frequency 

eddy current (HFEC) and radiographic 

testing (RT) inspections of the spar cap 

for any crack, and related investigative 

and corrective actions, if necessary. We 

are proposing this AD to detect and 

correct any crack in the vertical 

stabilizer leading edge and front spar 

cap, which may result in the structure 

becoming unable to support limit load, 

and may lead to the loss of the vertical 

stabilizer. 

DATES: We must receive comments on 

this proposed AD by November 20, 

2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, 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: Deliver to Mail 

address above 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, 3855 

Lakewood Boulevard, MC D800–0019, 

Long Beach, CA 90846–0001; telephone: 

206–544–5000, extension 2; fax: 206– 

766–5683; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, WA. For information on the 

availability of this material at the FAA, 

call 425–227–1221. It is also available 

on the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3982. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3982; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 


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60308 Federal Register / Vol. 80, No. 193 / Tuesday, October 6, 2015 / Proposed Rules 

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 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: Eric 

Schrieber, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office 

(ACO), 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 

562–627–5348; fax: 562–627–5210; 

email: Eric.Schrieber@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2015–3982; Directorate Identifier 2015– 

NM–098–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 

We have received reports of ten cases 

of the vertical stabilizer leading edge on 

Model 717 airplanes showing signs of 

fastener distress at the splice station 

Zfs=52.267. The affected Model 717 

airplanes had accrued 22,594 through 

40,985 flight hours and 15,352 through 

34,766 landing cycles. Similar reports 

have been found on Model MD–80 and 

MD–90 airplanes. One Model MD–90 

operator reported finding elongated 

fastener holes at the leading edge of the 

vertical stabilizer at station Zfs=52.267. 

The affected Model MD–90 airplane had 

accrued 15,555 flight-hours and 14,310 

landing cycles. Two Model MD–80 

operators reported finding a cracked 

vertical stabilizer skin at station 

Zfs=52.267; subsequent inspections 

revealed a severed front spar cap and a 

cracked front spar web. The affected 

Model MD–80 airplanes had accrued 

between 39,749 through 56,212 flighthours and 32,176 through 44,001 

landing cycles when the crack/

anomalies were found. Missing fasteners 

or evidence of elongated fastener holes 

may be considered an indication that 

there are undetected cracks in the 

underlying vertical stabilizer structure. 

Boeing investigation determined that 

high loading occurrences, such as, but 

not limited to, in-flight turbulence can 

adversely impact the fasteners and 

loading at the leading edge of the 

vertical stabilizer. 

This condition, if not corrected, could 

result in the structure unable to support 

limit load, and may lead to the loss of 

the vertical stabilizer. 

Other Relevant Rulemaking 

On May 31, 2011, we issued AD 

2011–12–12, Amendment 39–16719 (76 

FR 35342, June 17, 2011), for certain 

The Boeing Company Model MD–90–30 

airplanes. That AD requires a detailed 

inspection to detect distress and 

existing repairs to the leading edge 

structure of the vertical stabilizer at the 

splice at station Zfs=52.267; repetitive 

inspections for cracking in the front spar 

cap forward flanges of the vertical 

stabilizer, and either the aft flanges or 

side skins; repetitive inspections for 

loose and missing fasteners; and related 

investigative and corrective actions if 

necessary. We issued that AD to detect 

and correct such cracking damage, 

which could result in the structure 

being unable to support limit load, and 

could lead to the loss of the vertical 

stabilizer. 

On July 1, 2011, we issued AD 2011– 

15–01, Amendment 39–16748 (76 FR 

41651, July 15, 2011), for certain The 

Boeing Company Model DC–9–81 (MD– 

81), DC–9–82 (MD–82), DC–9–83 (MD– 

83), DC–9–87 (MD–87), and MD–88 

airplanes. That AD requires a detailed 

inspection to detect distress and 

existing repairs to the leading edge 

structure of the vertical stabilizer at the 

splice at station Zfs=52.267; repetitive 

inspections for cracking in the front spar 

cap forward flanges of the vertical 

stabilizer, and either the aft flanges or 

side skins; repetitive inspections for 

loose and missing fasteners; and related 

investigative and corrective actions if 

necessary. We issued that AD to detect 

and correct such cracking damage, 

which could result in the structure 

being unable to support limit load, and 

could lead to the loss of the vertical 

stabilizer. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 717–55A0012, dated June 12, 

2015. The service information describes 

procedures for a detailed inspection for 

any distress of the vertical stabilizer 

leading edge skin, a detailed inspection 

for any loose and missing fasteners of 

the spar cap, HFEC and RT inspections 

of the spar cap for any crack, and related 

investigative and corrective actions. 

This service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section of 

this NPRM. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between this Proposed AD 

and the Service Information.’’ 

The phrase ‘‘related investigative 

actions’’ is used in this proposed AD. 

‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary action, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

The phrase ‘‘corrective actions’’ is 

used in this proposed AD. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Differences Between This Proposed AD 

and the Service Information 

The service bulletin 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: 

• In accordance with 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 (ODA) whom 

we have authorized to make those 

findings. 

Costs of Compliance 

We estimate that this proposed AD 

affects 106 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 


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Federal Register / Vol. 80, No. 193 / Tuesday, October 6, 2015 / Proposed Rules 60309 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Inspections for distress .......... 11 work-hours × $85 per hour 

= $935 per inspection cycle.

$0 $935 per inspection cycle ...... $99,110 per inspection cycle. 

Repetitive inspections for 

cracking and loose and 

missing fasteners.

7 work-hours × $85 per hour 

= $595 per inspection cycle.

0 $595 per inspection cycle ...... $63,070 per inspection cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

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 airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2015–3982; Directorate Identifier 2015– 

NM–098–AD. 

(a) Comments Due Date 

We must receive comments by November 

20, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 717–200 airplanes, certificated in any 

category, as specified in Boeing Alert Service 

Bulletin 717–55A0012, dated June 12, 2015. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 55, Stabilizers. 

(e) Unsafe Condition 

This AD was prompted by multiple reports 

of the vertical stabilizer leading edge 

showing signs of fastener distress. We are 

issuing this AD to detect and correct any 

crack in the vertical stabilizer leading edge 

and front spar cap, which may result in the 

structure becoming unable to support limit 

load, and may lead to the loss of the vertical 

stabilizer. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Initial Inspection 

Except as required by paragraph (i)(1) of 

this AD, at the applicable time specified in 

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

Alert Service Bulletin 717–55A0012, dated 

June 12, 2015: Do a detailed inspection for 

any distress of the vertical stabilizer leading 

edge skin and do all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

717–55A0012, dated June 12, 2015, except as 

required by paragraph (i)(2) of this AD. Do all 

applicable related investigative and 

corrective actions before further flight. 

(h) Repetitive Inspections 

For all airplanes on which no cracking was 

found during any related investigative action 

required by paragraph (g) of this AD: At the 

applicable time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 717–55A0012, dated June 12, 2015: 

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

and (h)(2) of this AD and do all applicable 

related investigative and corrective actions, 

in accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

717–55A0012, dated June 12, 2015, except as 

required by paragraph (i)(2) of this AD. Do all 

applicable related investigative and 

corrective actions before further flight. 

Repeat the applicable inspection thereafter at 

the intervals specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 717–55A0012, dated June 12, 2015. 

(1) Do detailed inspections for any for any 

loose and missing fasteners of the vertical 

stabilizer leading edge as specified in ‘‘Part 

4’’ of Boeing Alert Service Bulletin 717– 

55A0012, dated June 12, 2015. 

(2) Do high frequency eddy current (HFEC) 

and radiographic testing (RT) inspections for 

any crack of the vertical stabilizer spar cap 

as specified in ‘‘Part 2’’ of Boeing Alert 

Service Bulletin 717–55A0012, dated June 

12, 2015; or do HFEC inspections for any 

crack of the vertical stabilizer spar cap as 

specified in ‘‘Part 3’’ of Boeing Alert Service 

Bulletin 717–55A0012, dated June 12, 2015. 

(i) Exceptions to the Service Information 

(1) Where Boeing Alert Service Bulletin 

717–55A0012, dated June 12, 2015 specifies 

a compliance time ‘‘after the original issue 

date of this service bulletin,’’ this AD 

requires compliance within the specified 

compliance time after the effective date of 

this AD. 

(2) If any crack is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 717–55A0012, dated 

June 12, 2015, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (j) of this AD. 


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60310 Federal Register / Vol. 80, No. 193 / Tuesday, October 6, 2015 / Proposed Rules 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (k)(1) of this AD. Information may 

be emailed to: 9-ANM-LAACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(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 (ODA) that has 

been authorized by the Manager, Los Angeles 

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. 

(k) Related Information 

(1) For more information about this AD, 

contact Eric Schrieber, Aerospace Engineer, 

Airframe Branch, ANM–120L, FAA, Los 

Angeles Aircraft Certification Office (ACO), 

3960 Paramount Boulevard, Lakewood, CA 

90712–4137; phone: 562–627–5348; fax: 562– 

627–5210; email: Eric.Schrieber@faa.gov. 

(2) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, 3855 Lakewood Boulevard, MC 

D800–0019, Long Beach, CA 90846–0001; 

telephone: 206–544–5000, extension 2; fax: 

206–766–5683; Internet https://

www.myboeingfleet.com. You may view this 

referenced service information at the FAA, 

Transport Airplane Directorate, 1601 Lind 

Avenue SW., Renton, WA. For information 

on the availability of this material at the 

FAA, call 425–227–1221. 

Issued in Renton, Washington, on 

September 27, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–25271 Filed 10–5–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 93 

[Docket No.: FAA–2015–3980; Notice No. 

15–09] 

RIN 2120–AK74 

Pearson Field Airport Special Flight 

Rules Area 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking. 

SUMMARY: The FAA is proposing to 

establish a Special Flight Rules Area in 

the vicinity of Pearson Field Airport, 

Vancouver, Washington. Pearson Field 

Airport is located approximately three 

nautical miles northwest of Portland 

International Airport, Portland, Oregon. 

The close proximity of the airport traffic 

patterns and approach courses create 

converging flight paths between traffic 

on approach to Portland International 

Airport and traffic at Pearson Field 

Airport, increasing the risk for near midair collision, mid-air collision and wake 

turbulence events. The intended effect 

of this action is to mitigate the 

identified risk by establishing operating 

requirements applicable to all aircraft 

when operating within a designated area 

at Pearson Field Airport, which would 

increase overall system efficiency and 

safety. 

DATES: Send comments on or before 

December 7, 2015. 

ADDRESSES: Send comments identified 

by docket number FAA–2015–3980 

using any of the following methods: 

• Federal eRulemaking 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 9 

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

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: In accordance with 5 U.S.C. 

553(c), DOT solicits comments from the 

public to better inform its rulemaking 

process. DOT posts these comments, 

without edit, including any personal 

information the commenter provides, to 

http://www.regulations.gov, as 

described in the system of records 

notice (DOT/ALL–14 FDMS), which can 

be reviewed at http://www.dot.gov/

privacy. 

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 

technical questions concerning this 

action, contact Jon M. Stowe, Airspace 

and Rules Team, AJV–113, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–8783; email jon.m.stowe@faa.gov. 

For legal questions concerning this 

action, contact Lorelei Peter, Office of 

Chief Counsel, AGC–200, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–3073; email lorelei.peter@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules on 

aviation safety is found in title 49 of the 

United States Code (49 U.S.C.). 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. 

This rulemaking is promulgated 

under the authority described in 49 

U.S.C. 106(f), which establishes the 

authority of the Administrator to 

promulgate regulations and rules. This 

rulemaking also is promulgated under 

the authority described in 49 U.S.C. 

40103, which vests the Administrator 

with broad authority to prescribe 

regulations to assign the use of airspace 

necessary to ensure the safety of aircraft 

and the efficient use of airspace, and 49 

U.S.C. 44701(a)(5), which requires the 

Administrator to promote safe flight of 

civil aircraft in air commerce by 

prescribing regulations and minimum 

standards for other practices, methods, 

and procedures necessary for safety in 

air commerce and national security. 

I. Executive Summary 

This NPRM proposes to establish a 

special flight rules area (SFRA) around 

Pearson Field Airport (Pearson Field) in 

which pilots would have to follow 

mandatory procedures. These 

procedures are necessary to assist in the 


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