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contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

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Rules and Regulations Federal Register

31713 

Vol. 72, No. 110 

Friday, June 8, 2007 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 1 

[Docket No. FAA–2007–27160; Amendment 

No. 1–56] 

RIN 2120–AI97 

Changes to the Definition of Certain 

Light-Sport Aircraft 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Disposition of comments on 

direct final rule; confirmation of 

effective date. 

SUMMARY: On April 19, 2007, the FAA 

published a Direct Final Rule to amend 

the definition of a light-sport aircraft 

(LSA) in two areas. The changes permit 

development of lighter-than-air (LTA) 

LSA, and allow retractable landing gear 

for LSA intended for operation on 

water. 

ADDRESSES: The complete docket for the 

Direct Final Rule on the LSA definition 

may be examined through the 

Department of Transportation’s Docket 

Management System at http:// 

www.dms.dot.gov. Use the Simple 

Search selection and type in the docket 

number, 27160. 

FOR FURTHER INFORMATION CONTACT: 

Larry Werth, ACE–114, Small Airplane 

Directorate, Aircraft Certification 

Service, Federal Aviation 

Administration, 901 Locust, Room 301, 

Kansas City, MO 64106; telephone (816) 

329–4147; fax: 816–329–4090; e-mail: 

larry.werth@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

On July 27, 2004, the FAA issued the 

‘‘Certification of Aircraft and Airmen for 

the Operation of Light-Sport Aircraft’’ 

final rule (69 FR 44772). That rule 

established a definition for the term 

‘‘Light-Sport Aircraft’’ (LSA). Since we 

adopted that rule, the FAA has been 

working with the LSA industry in 

evaluating the overall LSA program. The 

past two years have seen remarkable 

growth in the overall LSA program. 

Over 600 new factory-built airplanes, 

powered parachutes, and weight-shift 

control aircraft have received 

airworthiness certificates. The 

exceptions to this rapid growth are 

lighter-than-air (LTA) LSA and LSA 

intended for operation on water. 

In the first area, the FAA determined 

the current LTA LSA maximum takeoff 

weight (MTW) of 660 pounds (300 

kilograms) precluded the desired effect 

of industry design and development of 

safe LTA LSA. The Direct Final Rule 

increased the LTA MTW to 1,320 

pounds. In the second area, the FAA 

determined the physical differences 

between LSA intended for operation on 

water (amphibious LSA) and land-based 

LSA justify allowing retractable landing 

gear for amphibious LSA. 

The Direct Final Rule containing 

these changes were issued April 9, 2007, 

and was published on April 19, 2007 

(72 FR 19661). The public comment 

period closed May 21, 2007. 

Discussion of Comments 

The FAA received two comments 

from individuals in response to the 

Direct Final Rule. 

One commenter suggested the 

regulation be amended to restrict the 

use of LSA to only unpopulated areas. 

This rulemaking is limited to the 

definition of LSA and changing the 

areas where LSA may operate is clearly 

beyond the scope of the Direct Final 

Rule. 

The other commenter fully supports 

the revised definition and 

recommended consideration of design 

changes to facilitate egress from LSA 

should they crash and submerge 

inverted. The FAA has determined that 

this comment has merit; however, it is 

also beyond the scope of this 

rulemaking. 

Committee F37 of ASTM International 

(originally formed as the American 

Society for Testing and Materials) 

developed the LSA design consensus 

standards. We will share the 

commenter’s design change 

recommendations with the LSA 

industry through Committee F37 which 

has an ongoing responsibility to 

continually review LSA consensus 

standards. 

Conclusion 

After consideration of the comments 

submitted in response to the Direct 

Final Rule, the FAA has determined that 

no further rulemaking action is 

necessary. Amendment 1–56 remains in 

effect as adopted and is effective June 4, 

2007. 

Issued in Washington, DC, on June 4, 2007. 

John J. Hickey, 

Director, Aircraft Certification Service. 

[FR Doc. 07–2835 Filed 6–7–07; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 158 

[Docket No. FAA–2006–23730; Amendment 

No. 158–4] 

RIN 2120–AI68 

Passenger Facility Charge Program, 

Debt Service, Air Carrier Bankruptcy, 

and Miscellaneous Changes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; correction. 

SUMMARY: When the FAA issued a final 

rule which amended FAA regulations 

dealing with the Passenger Facility 

Charge (PFC) program to add more 

eligible uses for revenue, protect such 

revenue in bankruptcy proceedings, and 

eliminate charges to passengers on 

military charters, we erroneously stated 

a paragraph reference in the regulatory 

text. This correction removes the 

erroneous paragraph reference and 

replaces it with the correct paragraph 

reference. 

DATES: This correction is effective June 

22, 2007. 

FOR FURTHER INFORMATION CONTACT: For 

technical questions concerning this final 

rule, contact Sheryl Scarborough, 

Airports Financial Analysis and 

Passenger Facility Charge Branch, APP– 

510, Federal Aviation Administration, 

800 Independence Avenue, SW., 

Washington, DC 20591; telephone: (202) 

267–8825; facsimile: (202) 267–5302; email: sheryl.scarborough@faa.gov. For 

legal questions concerning this final 


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