52298 Federal Register / Vol. 65, No. 168 / Tuesday, August 29, 2000 / Rules and Regulations

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (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. Section 39.13 is amended by

adding the following new airworthiness

directive:

2000–17–02—British Aerospace Regional

Aircraft (Formerly British Aerospace

Regional Aircraft Limited, Avro

International Aerospace Division; British

Aerospace, PLC; British Aerospace

Commercial Aircraft Limited):

Amendment 39–11875. Docket 99–NM–

355–AD.

Applicability: All Model BAe 146 series

airplanes; and Model Avro 146–RJ series

airplanes, as listed in British Aerospace

Service Bulletin SB.57–56, dated September

2, 1999; certificated in any category; except

those on which British Aerospace

Modification HCM01307A or HCM01307B

[Reference Repair Instruction (R.I.L.

HC571H9033)] has been accomplished.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent increased loads on the upper

wing skin due to looseness of the stringer

fittings and bolts at Ribs 0 and 2 of the wings,

which could result in reduced structural

integrity of the wings, accomplish the

following:

Inspections and Modification

(a) Prior to the accumulation of 14,000 total

flight cycles, or within 4,000 flight cycles

after the effective date of this AD, whichever

occurs later: Perform a detailed visual

inspection of the stringers and a torque check

of the Jo-bolts at Ribs 0 and 2 of the wings

for discrepancies (including loose Jo-bolts

and stringer crown fittings, fretting of fittings

and stringers, and cracking or damage of

attachments); in accordance with British

Aerospace Service Bulletin SB.57–56, dated

September 2, 1999.

(1) If no discrepancy is found, or, if 1, 2,

or 3 loose Jo-bolts are found per rib side and

no loose crown (dagger) fittings are found

(Category 1 or 2, as specified in Table 2 of

paragraph D. ‘‘Compliance’’ of the service

bulletin), accomplish the actions required in

paragraphs (a)(1)(i) and (a)(1)(ii) of this AD.

(i) Repeat the inspection thereafter at the

applicable times specified in Table 2, until

accomplishment of the actions required by

paragraph (a)(1)(ii) of this AD.

(ii) Prior to accumulation of 40,000 total

flight cycles, or within 4,000 flight cycles

after the effective date of this AD, whichever

occurs later: Modify all stringer crown

fittings at Ribs 0 and 2 of the wings

(including inspections, repairs, and

installation of oversize interference fit

fasteners per R.I.L. HC571H9033) in

accordance with the service bulletin, except

as required by paragraph (b) of this AD. This

modification terminates the requirements of

this AD.

(2) If any other discrepancy is found, as

specified in Table 2 (Categories 3 through 6):

At the applicable times specified in Table 2,

repeat the inspection thereafter, and modify

all crown fittings at Ribs 0 and 2 of the wings

(including inspections, repairs, and

installation of oversize interference fit

fasteners per R.I.L. HC571H9033); in

accordance with the service bulletin, except

as required by paragraph (b) of this AD. This

modification terminates the requirements of

this AD.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

Approved Repairs

(b) Where British Aerospace Service

Bulletin SB.57–56, dated September 2, 1999,

specifies to contact the manufacturer for a

repair, prior to further flight, repair in

accordance with a method approved by

either the Manager, International Branch,

ANM–116, FAA, Transport Airplane

Directorate; or the Civil Aviation Authority of

the United Kingdom (or its delegated agent).

For a repair method to be approved by the

Manager, International Branch, ANM–116, as

required by this paragraph, the Manager’s

approval letter must specifically reference

this AD.

Alternative Methods of Compliance

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

Special Flight Permits

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(e) Except as provided by paragraph (b) of

this AD, the actions shall be done in

accordance with British Aerospace Service

Bulletin SB.57–56, dated September 2, 1999,

including Repair Instruction (R.I.L.)

HC571H9033, Issue 3, dated April 23, 1999.

(Note: Only the first page of Repair

Instruction (R.I.L.) HC571H9033 shows the

issue level and date; no other page contains

this information.) This incorporation by

reference was approved by the Director of the

Federal Register in accordance with 5 U.S.C.

552(a) and 1 CFR part 51. Copies may be

obtained from British Aerospace Regional

Aircraft American Support, 13850 Mclearen

Road, Herndon, Virginia 20171. Copies may

be inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Note 4: The subject of this AD is addressed

in British airworthiness directive 004–09–99.

(f) This amendment becomes effective on

October 3, 2000.

Issued in Renton, Washington, on August

17, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–21460 Filed 8–28–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–02–AD; Amendment

39–11876; AD 2000–17–03]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F.28 Mark 0100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Fokker Model F.28

Mark 0100 series airplanes, that

currently requires a one-time visual

inspection and a one-time eddy current

and/or dye penetrant inspection of the

Federal Register / Vol. 65, No. 168 / Tuesday, August 29, 2000 / Rules and Regulations 52299

nose landing gear (NLG) main fitting to

detect cracking; and rework of the NLG

main fitting, if necessary. This

amendment requires new inspections

(one-time detailed visual inspection and

repetitive eddy current or dye penetrant

inspections) to detect cracking of the

NLG main fitting subassembly, and

corrective actions, if necessary. This

amendment also revises the

applicability of the existing AD. This

amendment is prompted by the issuance

of mandatory continuing airworthiness

information by a foreign civil

airworthiness authority. The actions

specified by this AD are intended to

prevent cracking of the NLG main

fitting, which could lead to collapse of

the NLG during takeoff and landing, and

possible injury to the flightcrew and

passengers.

DATES: Effective October 3, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of October 3,

2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Fokker Services B.V., P.O. Box

231, 2150 AE Nieuw-Vennep, the

Netherlands. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 98–22–01,

amendment 39–10847 (63 FR 58625,

November 2, 1998), which is applicable

to certain Fokker Model F.28 Mark 0100

series airplanes, was published in the

Federal Register on March 15, 2000 (65

FR 13923). The action proposed to

require new inspections (one-time

detailed visual inspection and repetitive

eddy current or dye penetrant

inspections) to detect cracking of the

nose landing gear (NLG) main fitting

subassembly, and corrective actions, if

necessary. The action also proposed to

revise the applicability of the existing

AD.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the two

comments received.

One commenter states that it has

completed the inspections and has a

repetitive inspection program already in

place to comply with the requirements

of this AD.

Type Certificate Holder

One commenter requests that the

Explanation of Relevant Service

Information section of the AD be revised

to refer to the current type certificate

holder (Fokker Services B.V.), rather

than the now defunct airplane

manufacturer, as the issuer of the

relevant service information. The FAA

acknowledges the accuracy of this

information; however, since this section

is not repeated in the final rule, no

change is made to the AD.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 87 airplanes

of U.S. registry that will be affected by

this AD.

The one-time detailed visual

inspection required by this AD action

will take approximately 1 work hour per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of the

one-time inspection required by this AD

on U.S. operators is estimated to be

$5,220, or $60 per airplane.

The repetitive eddy current or dye

penetrant inspections required by this

AD action will take approximately 1

work hour per airplane to accomplish,

at an average labor rate of $60 per work

hour. Based on these figures, the cost

impact of the repetitive inspection

required by this AD on U.S. operators is

estimated to be $5,220, or $60 per

airplane, per inspection cycle.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the requirements of this AD, and that no

operator would accomplish those

actions in the future if this AD were not

adopted. The cost impact figures

discussed in AD rulemaking actions

represent only the time necessary to

perform the specific actions actually

required by the AD. These figures

typically do not include incidental

costs, such as the time required to gain

access and close up, planning time, or

time necessitated by other

administrative actions.

Regulatory Impact

The regulations adopted herein will

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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

For the reasons discussed above, I

certify that this action: (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under 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. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (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. Section 39.13 is amended by

removing amendment 39–10847 (63 FR

58625, November 2, 1998), and by

adding a new airworthiness directive

(AD), amendment 39–11876, to read as

follows:

2000–17–03 Fokker Services B.V.:

Amendment 39–11876. Docket 2000-

NM–02-AD. Supersedes AD 98–22–01,

Amendment 39–10847.

Applicability: Model F.28 Mark 0100 series

airplanes, certificated in any category;

equipped with Messier-Dowty nose landing

gear (NLG) having part

52300 Federal Register / Vol. 65, No. 168 / Tuesday, August 29, 2000 / Rules and Regulations

number (P/N) 201071001 or 201071002, on

which a main fitting subassembly (MFSA)

having P/N 201071200, 201071228,

201071248, or 201071249 is installed.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (f) of this AD. The

request should include an assessment of the

effect of the modification, alteration, or repair

on the unsafe condition addressed by this

AD; and, if the unsafe condition has not been

eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent cracking of the NLG main

fitting, which could lead to collapse of the

NLG during takeoff and landing, and possible

injury to the flightcrew and passengers,

accomplish the following:

One-Time Detailed Visual Inspection

(a) Prior to the accumulation of 7,500 total

flight cycles or within 50 flight cycles after

the effective date of this AD, whichever

occurs later: Perform a one-time detailed

visual inspection of the NLG main fitting

subassembly to detect cracking, in

accordance with Part 1 of the

Accomplishment Instructions of Fokker

Service Bulletin SBF100–32–118, dated

October 8, 1999.

(1) If no cracking is detected, no further

action is required by this paragraph.

(2) If any cracking is detected, prior to

further flight, accomplish the actions

required by paragraph (b) of this AD.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as

mirrors, magnifying lenses, etc., may be used.

Surface cleaning and elaborate access

procedures may be required.’’

Note 3: Actions accomplished prior to the

effective date of this AD, in accordance with

Fokker Service Bulletin SBF100–32–112,

dated November 14, 1997, which was cited

in AD 98–22–01, amendment 39–10847, are

not considered acceptable for compliance

with any requirements of this AD.

Repetitive Eddy Current and/or Dye

Penetrant Inspections

(b) Except as required by paragraph (a)(2)

of this AD: Prior to the accumulation of 7,875

total flight cycles or within 375 flight cycles

after the effective date of this AD, whichever

occurs later, perform an eddy current or dye

penetrant inspection of the NLG main fitting

subassembly to detect cracking, in

accordance with Part 2 of the

Accomplishment Instructions of Fokker

Service Bulletin SBF100–32–118, dated

October 8, 1999. Such inspection within the

compliance time required by paragraph (a) of

this AD terminates the requirements of

paragraph (a) of this AD. Repeat the

inspection thereafter, using an eddy current

or dye penetrant technique, at intervals not

to exceed 750 flight cycles.

(c) If any cracking is detected during any

inspection required by paragraph (b) of this

AD: Prior to further flight, rework the main

fitting of the NLG, in accordance with Part

3 of the Accomplishment Instructions of

Fokker Service Bulletin SBF100–32–118,

dated October 8, 1999. If, after rework, any

cracking remains that exceeds the limits

specified in the service bulletin, prior to

further flight, accomplish the actions

specified by either paragraph (c)(1) or (c)(2)

of this AD.

(1) Replace the NLG in accordance with the

service bulletin; and within 7,875 flight

cycles after such replacement, perform the

inspection as specified in paragraph (b) of

this AD, and repeat the inspection thereafter

at intervals not to exceed 750 flight cycles.

Or

(2) Repair in accordance with a method

approved by either the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate; or the

Rijksluchtvaartdienst (RLD) (or its delegated

agent). For a repair method to be approved

by the Manager, International Branch, ANM–

116, as required by this paragraph, the

Manager’s approval letter must specifically

reference this AD.

Note 4: The Fokker service bulletin

references Messier-Dowty Service Bulletin

F100–32–92, Revision 1, dated October 8,

1999, as an additional source of service

information for accomplishing the

inspections and rework of the NLG main

fitting subassembly.

Reporting Requirements

(d) Submit a report of the detailed visual

inspection findings (positive and negative)

required by paragraph (a) of this AD and a

report of the initial eddy current or dye

penetrant inspection findings (positive and

negative) required by paragraph (b) of this

AD to Fokker Services B.V., P.O. Box 231,

2150 AE Nieuw-Vennep, the Netherlands; at

the applicable time specified in paragraph

(d)(1) or (d)(2) of this AD. Information

collection requirements contained in this

regulation have been approved by the Office

of Management and Budget (OMP) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501, et seq.) and have been

assigned OMB Control Number 2120–0056.

(1) For airplanes on which the detailed

visual inspection specified by paragraph (a)

of this AD and the initial repetitive eddy

current or dye penetrant inspection specified

by paragraph (b) of this AD are accomplished

after the effective date of this AD: Submit

each report within 7 days after performing

the applicable inspection.

(2) For airplanes on which the detailed

visual inspection specified by paragraph (a)

of this AD and the initial repetitive eddy

current or dye penetrant inspection specified

in paragraph (b) of this AD have been

accomplished prior to the effective date of

this AD: Submit the reports within 7 days

after the effective date of this AD.

Spares

(e) As of the effective date of this AD, no

person shall install a NLG having P/N

201071001 or 201071002 unless the installed

MFSA has been inspected, by means of an

eddy current or dye penetrant inspection, in

accordance with paragraph (b) of this AD.

Alternative Methods of Compliance

(f) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 5: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

Special Flight Permits

(g) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(h) Except as provided by paragraph (c)(2)

of this AD, the actions shall be done in

accordance with Fokker Service Bulletin

SBF100–32–118, dated October

Federal Register / Vol. 65, No. 168 / Tuesday, August 29, 2000 / Rules and Regulations 52301

8, 1999. This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Fokker Services B.V., P.O. Box 231,

2150 AE Nieuw-Vennep, the Netherlands.

Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

Office of the Federal Register 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 6: The subject of this AD is addressed

in Dutch airworthiness directive BLA 1997–

116/2 (A), dated October 29, 1999.

Effective Date

(i) This amendment becomes effective on

October 3, 2000.

Issued in Renton, Washington, on August

17, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–21459 Filed 8–28–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 47

Court of Competent Jurisdiction

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Interpretive rule.

SUMMARY: The Federal Aviation

Administration (FAA) interprets the

phase ‘‘court of competent jurisdiction’’

as used in Title 14, Code of Federal

Regulations § 47.37 as meaning a court

of the country where the aircraft was

last registered.

EFFECTIVE DATE: August 29, 2000.

FOR FURTHER INFORMATION CONTACT:

Joseph R. Standell, Federal Aviation

Administration (AMC–7), Post Office

Box 25082, Oklahoma City, OK 73125.

Telephone (405) 954–3296.

SUPPLEMENTARY INFORMATION: Section

37.37(b)(2) of the Code of Federal

Regulations (14 CFR Part 47) requires an

applicant for United States registration

of an aircraft to provide evidence

satisfactory to the Administrator that

foreign registration of the aircraft has

terminated. Satisfactory evidence

included ‘‘a final judgment or decree of

a court of competent jurisdiction that

determines, under the law of the

country concerned, that the registration

has in fact become invalid.’’ (14 CFR

47.37(b)(2)) FAA interprets the phrase

‘‘court of competent jurisdiction’’ to

mean a court of the country where the

aircraft was last registered.

Issued in Oklahoma City, OK on August

22, 2000.

Joseph R. Standell,

Aeronautical Center Counsel.

[FR Doc. 00–22037 Filed 8–28–00; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–ACE–15]

Amendment to Class E Airspace;

Coffeyville, KS

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Direct final rule; confirmation of

effective date.

SUMMARY: This document confirms the

effective date of a direct final rule which

revises Class E airspace at Coffeyville,

KS.

EFFECTIVE DATE: The direct final rule

published at 65 FR 38722 is effective on

0901 UTC, October 5, 2000.

FOR FURTHER INFORMATION CONTACT:

Kathy Randolph, Air Traffic Division,

Airspace Branch, ACE–520C, DOT

Regional Headquarters Building, Federal

Aviation Administration, 901 Locust,

Kansas City, MO 64106; telephone:

(816) 329–2525.

SUPPLEMENTARY INFORMATION: The FAA

published this direct final rule with a

request for comments in the Federal

Register on June 22, 2000 (65 FR 38722).

The FAA uses the direct final

rulemaking procedure for a noncontroversial rule where the FAA

believes that there will be no adverse

public comment. This direct final rule

advised the public that no adverse

comments were anticipated, and that

unless a written adverse comment, or a

written notice of intent to submit such

an adverse comment, were received

within the comment period, the

regulation would become effective on

October 5, 2000. No adverse comments

were received, and thus this notice

confirms that this direct final rule will

become effective on that date.

Issued in Kansas City, MO on August 16,

2000.

Herman J. Lyons, Jr.,

Manager, Air Traffic Division, Central Region.

[FR Doc. 00–22040 Filed 8–28–00; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–ACE–14]

Amendment to Class E Airspace; Pratt,

KS; Correction

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Direct final rule; confirmation of

effective date and correction.

SUMMARY: This document confirms the

effective date of a direct final rule which

revises the Class E airspace at Pratt, KS,

and corrects an error in the airport name

of the Pratt Municipal Airport as

published in the Federal Register June

22, 2000 (65 FR 38721), Airspace Docket

No. 00–ACE–14.

DATES: The direct final rule published at

65 FR 38721 is effective on 0901 UTC,

October 5, 2000.

This correction is effective on October

5, 2000.

FOR FURTHER INFORMATION CONTACT:

Kathy Randolph, Air Traffic Division,

Airspace Branch, ACE–520C, DOT

Regional Headquarters Building, Federal

Aviation Administration, 901 Locust,

Kansas City, MO 64106; telephone:

(816) 329–2525.

SUPPLEMENTARY INFORMATION: 

History

On June 22, 2000, the FAA published

in the Federal Register a direct final

rule; request for comments which

revises the Class E airspace at Pratt, KS,

(FR document 00–15534, 65 FR 38721,

Airspace Docket No. 00–ACE–14). An

error was subsequently discovered in

the airport name of the Pratt Municipal

Airport. This action corrects that error.

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require adoption of the

rule. The FAA has determined that this

correction will not change the meaning

of the action or add any additional

burden on the public beyond that

already published. This action corrects

the error in the name of the Pratt

Municipal airport and confirms the

effective date to the direct final rule.

The FAA uses the direct final

rulemaking procedure for a noncontroversial rule where the FAA

believes that there will be no adverse

public comment. This direct final rule

advised the public that no adverse

comments were anticipated, and that

unless a written adverse comment, or a