Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations 25833

Issued in Renton, Washington, on April 26,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–11060 Filed 5–3–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–94–AD; Amendment

39–11712; AD 2000–09–04]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767 Series Airplanes Equipped

with General Electric Model CF6–80C2

Series Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Boeing Model 767

series airplanes, that currently requires

tests, inspections, and adjustments of

the thrust reverser system. That AD also

requires installation of a terminating

modification, and repetitive follow-on

actions. This amendment revises certain

actions in the existing AD. This

amendment is prompted by a report

indicating that certain instructions

referenced in the existing AD for

accomplishment of the cone brake test

of the center drive unit are not accurate

for certain airplanes. The actions

specified in this AD are intended to

ensure the integrity of the fail safe

features of the thrust reverser system by

preventing possible failure modes in the

thrust reverser control system that can

result in inadvertent deployment of a

thrust reverser during flight.

DATES: Effective May 19, 2000.

The incorporation by reference of

Boeing Service Bulletin 767–78A0081,

Revision 1, dated October 9, 1997, was

previously approved by the Director of

the Federal Register, as of March 9, 2000

(65 FR 5229, February 3, 2000).

The incorporation by reference of

Boeing Service Bulletin 767–78–0047,

Revision 3, dated July 28, 1994; and

Boeing Service Bulletin 767–78–0063,

Revision 2, dated April 28, 1994; was

previously approved by the Director of

the Federal Register, as of August 18,

1995 (60 FR 36976, July 19, 1995).

Comments for inclusion in the Rules

Docket must be received on or before

July 3, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

94–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

Holly Thorson, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–1357;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: On

January 24, 2000, the FAA issued AD

2000–02–20, amendment 39–11538 (65

FR 5229, February 3, 2000), applicable

to certain Boeing Model 767 series

airplanes, to require tests, inspections,

and adjustments of the thrust reverser

system. That action also requires

installation of a terminating

modification, and repetitive follow-on

actions. That action was prompted by

reports indicating that several center

drive units (CDU’s) of the thrust reverser

system were returned to the

manufacturer of the CDU’s because of

low holding torque of the CDU cone

brake. The actions required by that AD

are intended to ensure the integrity of

the fail safe features of the thrust

reverser system by preventing possible

failure modes in the thrust reverser

control system that can result in

inadvertent deployment of a thrust

reverser during flight.

Actions Since Issuance of Previous Rule

Since the issuance of AD 2000–02–20,

the FAA has received information

indicating that the functional test that is

described in Boeing Service Bulletin

767–78A0081, Revision 1, is not

applicable to Model 767 series airplanes

having a third locking system installed

on the thrust reversers. For those

airplanes, an additional step is

necessary in order to unlock the electromechanical brake, prior to

accomplishment of the functional test,

as described in Appendix 1 (including

Figure 1) of the existing AD. If the test

is performed on airplanes with the third

locking system installed, in accordance

with the service bulletin, the system

will always pass the test, even if the

cone brake has failed. Paragraph (d) of

the existing AD does not specifically list

which airplanes are required to do the

functional test of the cone brake of the

CDU, in accordance with Boeing Service

Bulletin 767–78A0081, Revision 1; and

which are required to do the test in

accordance with Appendix 1 (including

Figure 1) of the AD. Therefore,

paragraph (d) of this AD has been

revised to separate the service

information requirements for accurate

accomplishment of the functional test.

In addition, the grace period of 650

flight hours to accomplish the

functional test of the cone brake of the

CDU is expected to expire for most

airplanes by May or June 2000. For

airplanes that have been modified to

incorporate the third locking system,

this would allow accomplishment of an

invalid test with potentially misleading

results. The valid functional test as

described in Appendix 1 (including

Figure 1) of this AD imposes no

additional burden.

Explanation of Requirements of Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of this same

type design, this AD supersedes AD

2000–02–20 to continue to require tests,

inspections, and adjustments of the

thrust reverser system. The AD also

continues to require installation of a

terminating modification, and repetitive

follow-on actions. In addition, this AD

revises certain actions in the existing

AD.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

25834 Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000–NM–94–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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 39–11538 (65 FR

5229, February 3, 2000), and by adding

a new airworthiness directive (AD),

amendment 39–11712, to read as

follows:

2000–09–04 Boeing: Amendment 39–11712.

Docket 2000–NM–94–AD. Supersedes

AD 2000–02–20, Amendment 39–11538.

Applicability: Model 767 series airplanes

equipped with General Electric Model CF6–

80C2 series engines, certificated in any

category.

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 (i)(1) 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 ensure the integrity of the fail safe

features of the thrust reverser system by

preventing possible failure modes in the

thrust reverser control system that can result

in inadvertent deployment of a thrust

reverser during flight, accomplish the

following:

Repetitive Tests, Inspections, and

Adjustments

(a) Within 30 days after August 18, 1995

(the effective date of AD 95–13–12 R1,

amendment 39–9528), perform tests,

inspections, and adjustments of the thrust

reverser system in accordance with Boeing

Service Bulletin 767–78–0047, Revision 3,

dated July 28, 1994.

(1) Except as provided by paragraph (a)(2)

of this AD, repeat all tests and inspections

thereafter at intervals not to exceed 3,000

flight hours until the modification required

by paragraph (c) of this AD is accomplished.

(2) Repeat the check of the grounding wire

for the Directional Pilot Valve (DPV) of the

thrust reverser in accordance with the service

bulletin at intervals not to exceed 1,500 flight

hours, and whenever maintenance action is

taken that would disturb the DPV grounding

circuit, until the modification required by

paragraph (c) of this AD is accomplished.

Repair

(b) If any of the tests and/or inspections

required by paragraph (a) of this AD cannot

be successfully performed, or if those tests

and/or inspections result in findings that are

unacceptable in accordance with Boeing

Service Bulletin 767–78–0047, Revision 3,

dated July 28, 1994; accomplish paragraphs

(b)(1) and (b)(2) of this AD.

(1) Prior to further flight, deactivate the

associated thrust reverser in accordance with

Section 78–31–1 of Boeing Document

D630T002, ‘‘Boeing 767 Dispatch Deviation

Guide,’’ Revision 9, dated May 1, 1991; or

Revision 10, dated September 1, 1992. After

August 18, 1995, this action shall be

accomplished only in accordance with

Revision 10 of the Boeing document. No

more than one reverser on any airplane may

be deactivated under the provisions of this

paragraph.

(2) Within 10 days after deactivation of any

thrust reverser in accordance with this

paragraph, the thrust reverser must be

repaired in accordance with Boeing Service

Bulletin 767–78–0047, Revision 3, dated July

28, 1994. Additionally, the tests and/or

inspections required by paragraph (a) of this

AD must be successfully accomplished; once

this is accomplished, the thrust reverser must

then be reactivated.

Modification

(c) For airplanes having line numbers 1

through 474 inclusive: Within 3 years after

August 18, 1995, install a third locking

system on the left- and right-hand engine

thrust reversers in accordance with Boeing

Service Bulletin 767–78–0063, Revision 2,

dated April 28, 1994.

Note 2: Model 767 series airplanes

equipped with General Electric Model CF6–

80C2 series engines and having line numbers

475 and subsequent, on which Production

Revision Record (PRR) B11481–70 (which

installs a third locking system on the leftand right-hand engine thrust reversers) has

been incorporated, need NOT be modified in

accordance with Boeing Service Bulletin

767–78–0063, Revision 2.

Note 3: Boeing Service Bulletin 767–78–

0063, references General Electric (GE) Service

Bulletin 78–135 as an additional source of

service information for accomplishment of

the third locking system on the thrust

reversers. However, the Boeing service

bulletin does not specify the appropriate

revision level, and the GE service bulletin

has a new Lockheed Martin title for the same

service bulletin: Lockheed Martin Service

Bulletin 78–135, Revision 4, dated September

30, 1996. The appropriate revision level for

the GE Service Bulletin is Revision 3, dated

August 2, 1994. The GE and Lockheed Martin

service bulletins are identical, and either may

be used for accomplishment of the action

described previously.

Note 4: The actions specified in Lockheed

Martin Service Bulletin 78–1007, Revision 1,

dated March 18, 1997; and Lockheed Martin

Service Bulletin 78–1020, Revision 2, dated

March 20, 1997; may be accomplished

Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations 25835

simultaneously in conjunction with Boeing

Service Bulletin 767–78–0063 for

accomplishment of the installation of the

thrust reverser bracket and the thrust reverser

lock. (Accomplishment of these two service

bulletins together achieves the same results

as Lockheed Martin Service Bulletin 78–135,

Revision 4, and is acceptable for compliance

with Boeing Service Bulletin 767–78–0063.)

Repetitive Tests and Checks

(d) Perform a functional test to detect

discrepancies of the cone brake of the center

drive unit (CDU) on each thrust reverser, as

specified in paragraph (d)(1) or (d)(2) of this

AD, as applicable.

(1) For airplanes on which the

modification required by paragraph (c) of this

AD or a production equivalent has NOT been

accomplished: Within 650 flight hours after

the effective date of this AD, perform the test

in accordance with Boeing Service Bulletin

767–78A0081, Revision 1, dated October 9,

1997.

(2) For airplanes on which the

modification required by paragraph (c) of this

AD or a production equivalent has been

accomplished: Perform the test in accordance

with Appendix 1 (including Figure 1),

sections 1.A.(2), 2.A., 2.C., and 2.D; of this

AD. Accomplish the test at the time specified

in paragraph (d)(2)(i) or (d)(2)(ii) of this AD,

as applicable.

(i) For airplanes on which the test required

by paragraph (d) of AD 95–13–12 R1 HAS

been accomplished prior to the effective date

of this AD: Accomplish the functional test

within 1,000 flight hours after the most

recent test of the CDU cone brake performed

in accordance with paragraph (d) of AD 95–

13–12 R1, or within 650 flight hours after the

effective date of this AD, whichever occurs

later.

(ii) For airplanes on which the test

required by paragraph (d) of AD 95–13–12 R1

has NOT been accomplished prior to the

effective date of this AD: Accomplish the

functional test within 1,000 flight hours since

the date of manufacture, or within 650 flight

hours after the effective date of this AD,

whichever occurs later.

(e) Repeat the functional test of the CDU

cone brake specified in paragraph (d) of this

AD at the time specified in paragraph (e)(1)

or (e)(2) of this AD, as applicable.

(1) For Model 767 series airplanes, line

numbers up to and including 474, equipped

with thrust reversers that have not been

modified in accordance with Boeing Service

Bulletin 767–78–0063: Repeat the functional

test of the CDU cone brake thereafter at

intervals not to exceed 650 flight hours.

(2) For Model 767 series airplanes, line

numbers 475 and subsequent; and Model 767

series airplanes equipped with thrust

reversers that have been modified in

accordance with Boeing Service Bulletin

767–78–0063, or a production equivalent:

Repeat the functional test of the CDU cone

brake thereafter at intervals not to exceed

1,000 flight hours.

(f) Within 1,000 flight hours after

accomplishing the modification required by

paragraph (c) of this AD or after the

equivalent modification (Production Revision

Record B11481–70) is incorporated in

production, or within 1,000 flight hours after

March 9, 2000, whichever occurs later:

Perform operational checks of the electromechanical brake in accordance with

Appendix 1 (including Figure 1); sections

1.A.(1), 2.A., 2.B., and 2.D; of this AD. Repeat

the operational checks thereafter at intervals

not to exceed 1,000 flight hours.

Repair

(g) If any functional test or operational

check required by paragraph (d), (e), or (f) of

this AD cannot be successfully performed,

prior to further flight, repair in accordance

with Boeing Service Bulletin 767–78A0081,

Revision 1, dated October 9, 1997; or

Appendix 1, section 2.B. and 2.C., of this AD;

as applicable; and repeat the applicable test

or check until successfully accomplished.

Terminating Action

(h) Accomplishment of the modification

required by paragraph (c) or installation of an

equivalent modification (Production Revision

Record B11481–70) in production, and

accomplishment of the periodic functional

tests and operational checks required by

paragraphs (d), (e), and (f) of this AD,

constitutes terminating action for the tests,

inspections, and adjustments required by

paragraph (a) of this AD.

Alternative Methods of Compliance

(i)(1) 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, Seattle

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

(2) Alternative methods of compliance,

approved previously in accordance with AD

95–13–12, amendment 39–9292, are

approved as alternative methods of

compliance with this AD.

Note 5: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(j) 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

(k) Except as provided by paragraphs (b)(1),

(d)(2), and (f) of this AD, the actions shall be

done in accordance with Boeing Service

Bulletin 767–78–0047, Revision 3, dated July

28, 1994; Boeing Service Bulletin 767–78–

0063, Revision 2, dated April 28, 1994; and

Boeing Service Bulletin 767–78A0081,

Revision 1, dated October 9, 1997; as

applicable.

(1) The incorporation by reference of

Boeing Service Bulletin 767–78A0081,

Revision 1, dated October 9, 1997, was

previously approved by the Director of the

Federal Register, as of March 9, 2000 (65 FR

5229, February 3, 2000).

(2) The incorporation by reference of

Boeing Service Bulletin 767–78–0047,

Revision 3, dated July 28, 1994; and Boeing

Service Bulletin 767–78–0063, Revision 2,

dated April 28, 1994; was previously

approved by the Director of the Federal

Register, as of August 18, 1995 (60 FR 36976,

July 19, 1995).

(3) Copies may be obtained from Boeing

Commercial Airplane Group, P.O. Box 3707,

Seattle, Washington 98124–2207. 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.

(l) This amendment becomes effective on

May 19, 2000.

Appendix 1.—Thrust Reverser ElectroMechanical Brake and CDU Cone Brake Test

1. General

A. This procedure contains steps to do two

checks:

(1) A check of the holding torque of the

electro-mechanical brake.

(2) A check of the holding torque of the

CDU cone brake.

2. Electro-Mechanical Brake and CDU Cone

Brake Torque Check (Fig. 1)

A. Prepare to do the checks:

(1) Open the fan cowl panels.

B. Do a check of the torque of the electromechanical brake:

(1) Do a check of the running torque of the

thrust reverser system:

(a) Manually extend the thrust reverser six

inches and measure the running torque.

(1) Make sure the torque is less than 10

pound-inches.

(2) Do a check of the electro-mechanical

brake holding torque:

(a) Make sure the thrust reverser translating

cowl is extended at least one inch.

(b) Make sure the CDU lock handle is

released.

(c) Pull down on the manual release handle

on the electro-mechanical brake until the

handle fully engages the retaining clip.

Note: This will lock the electro-mechanical

brake.

(d) With the manual drive lockout cover

removed from the CDU, install a 1⁄4-inch

extension tool and dial-type torque wrench

into the drive pad.

Note: You will need a 24-inch extension to

provide adequate clearance for the torque

wrench.

(e) Apply 90 pound-inches of torque to the

system.

(1) The electro-mechanical brake system is

working correctly if the torque is reached

before you turn the wrench 450 degrees (11⁄4

turns).

(2) If the flexshaft turns more than 450

degrees before you reach the specified torque,

you must replace the long flexshaft between

the CDU and the upper angle gearbox.

(3) If you do not get 90 pound-inches of

torque, you must replace the electromechanical brake.

(f) Release the torque by turning the

wrench in the opposite direction until you

read zero pound-inches.

(1) If the wrench does not return to within

30 degrees of initial starting point, you must

25836 Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations

replace the long flexshaft between the CDU

and upper angle gearbox.

(3) Fully retract the thrust reverser.

C. Do a check of the CDU cone brake:

(1) Pull up on the manual release handle

to unlock the electro-mechanical brake.

(2) Pull the manual brake release lever on

the CDU to release the cone brake.

Note: This will release the pre-load tension

that may occur during a stow cycle.

(3) Return the manual brake release lever

to the locked position to engage the cone

brake.

(4) Remove the two bolts that hold the

lockout plate to the CDU and remove the

lockout plate.

(5) Install a 1⁄4-inch drive and a dial type

torque wrench into the CDU drive pad.

CAUTION: DO NOT USE MORE THAN 100

POUND-INCHES OF TORQUE WHEN YOU

DO THIS CHECK. EXCESSIVE TORQUE

WILL DAMAGE THE CDU.

(6) Turn the torque wrench to try to

manually extend the translating cowl until

you get at lease 15-pound inches.

Note: The cone brake prevents movement

in the extend direction only. If you try to

measure the holding torque in the retract

direction, you will get a false reading.

(a) If the torque is less than 15-poundinches, you must replace the CDU.

D. Return the airplane to its usual

condition:

(1) Fully retract the thrust reverser (unless

already accomplished).

(2) Pull down on the manual release

handle on the electro-mechanical brake until

the handle fully engages the retaining clip

(unless already accomplished).

Note: This will lock the electro-mechanical

brake.

(3) Close the fan cowl panels.

Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations 25837

25838 Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations

Issued in Renton, Washington, on April 26,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–11061 Filed 5–3–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 97

[Docket No. 30017; Amdt. No. 1990]

Standard Instrument Approach

Procedures; Miscellaneous

Amendments

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment establishes,

amends, suspends, or revokes Standard

Instrument Approach Procedures

(SIAPs) for operations at certain

airports. These regulatory actions are

needed because of changes occurring in

the National Airspace System, such as

the commissioning of new navigational

facilities, addition of new obstacles, or

changes in air traffic requirements.

These changes are designed to provide

safe and efficient use of the navigable

airspace and to promote safe flight

operations under instrument flight rules

at the affected airports.

DATES: An effective date for each SIAP

is specified in the amendatory

provisions.

Incorporation by reference-approved

by the Director of the Federal Register

on December 31, 1980, and reapproved

as of January 1, 1982.

ADDRESSES: Availability of matter

incorporated by reference in the

amendment is as follows:

For Examination—

1. FAA Rules Docket, FAA

Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591;

2. The FAA Regional Office of the

region in which affected airport is

located; or

3. The Flight Inspection Area Office

which originated the SIAP.

For Purchase—Individual SIAP

copies may be obtained from:

1. FAA Public Inquiry Center (APA–

200), FAA Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591; or

2. The FAA Regional Office of the

region in which the affected airport is

located.

By Subscription—Copies of all SIAPs,

mailed once every 2 weeks, are for sale

by the Superintendent of Documents,

US Government Printing Office,

Washington, DC 20402.

FOR FURTHER INFORMATION CONTACT:

David P. Pate, Flight Procedure

Standards Branch (AMCAFS–420),

Flight Technologies and Programs

Division, Flight Standards Service,

Federal Aviation Administration, Mike

Monroney Aeronautical Center, 6500

South MacArthur Blvd. Oklahoma City,

OK 73169 (Mail Address: P.O. Box

25082 Oklahoma City, OK 73125)

telephone: (405) 954–4164.

SUPPLEMENTARY INFORMATION: This

amendment to part 97 of the Federal

Aviation Regulations (14 CFR part 97)

establishes, amends, suspends, or

revokes Standard Instrument Approach

Procedures (SIAPs). The complete

regulatory description on each SIAP is

contained in the appropriate FAA Form

8260 and the National Flight Data

Center (FDC)/Permanent (P) Notices to

Airmen (NOTAM) which are

incorporated by reference in the

amendment under 5 U.S.C. 552(a), 1

CFR part 51, and § 97.20 of the Federal

Aviation’s Regulations (FAR). Materials

incorporated by reference are available

for examination or purchase as stated

above.

The large number of SIAPs, their

complex nature, and the need for a

special format make their verbatim

publication in the Federal Register

expensive and impractical. Further,

airmen do not use the regulatory text of

the SIAPs, but refer to their graphic

depiction of charts printed by

publishers of aeronautical materials.

Thus, the advantages of incorporation

by reference are realized and

publication of the complete description

of each SIAP contained in FAA form

documents is unnecessary. The

provisions of this amendment state the

affected CFR (and FAR) sections, with

the types and effective dates of the

SIAPs. This amendment also identifies

the airport, its location, the procedure

identification and the amendment

number.

The Rule

This amendment to part 97 of the

Federal Aviation Regulations (14 CFR

part 97) establishes, amends, suspends,

or revokes SIAPs. For safety and

timeliness of change considerations, this

amendment incorporates only specific

changes contained in the content of the

following FDC/P NOTAMs for each

SIAP. The SIAP information in some

previously designated FDC/Temporary

(FDC/T) NOTAMs is of such duration as

to be permanent. With conversion to

FDC/P NOTAMs, the respective FDC/T

NOTAMs have been canceled.

The FDC/P NOTAMs for the SIAPs

contained in this amendment are based

on the criteria contained in the U.S.

Standard for Terminal Instrument

Procedures (TERPS). In developing

these chart changes to SIAPs by FDC/P

NOTAMs, the TERPS criteria were

applied to only these specific conditions

existing at the affected airports. All

SIAP amendments in this rule have

been previously issued by the FAA in a

National Flight Data Center (FDC)

Notice to Airmen (NOTAM) as an

emergency action of immediate flight

safety relating directly to published

aeronautical charts. The circumstances

which created the need for all these

SIAP amendments requires making

them effective in less than 30 days.

Further, the SIAPs contained in this

amendment are based on the criteria

contained in the TERPS. Because of the

close and immediate relationship

between these SIAPs and safety in air

commerce, I find that notice and public

procedure before adopting these SIAPs

are impracticable and contrary to the

public interest and, where applicable,

that good cause exists for making these

SIAPs effective in less than 30 days.

Conclusion

The FAA has determined that this

regulation only involves an established

body of technical regulations for which

frequent and routine amendments are

necessary to keep them operationally

current. It, therefore—(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)

does not warrant preparation of a

regulatory evaluation as the anticipated

impact is so minimal. For the same

reason, the FAA certifies that this

amendment will not have a significant

economic impact on a substantial

number of small entities under the

criteria of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 97

Air Traffic Control, Airports,

Navigation (Air).

Issued in Washington, DC on April 28,

2000.

L. Nicholas Lacey,

Director, Flight Standards Service.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me, part 97 of the

Federal Aviation Regulations (14 CFR

part 97) is amended by establishing,