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contains regulatory documents having general

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are keyed to and codified in the Code of

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Rules and Regulations Federal Register

18099 

Vol. 77, No. 59 

Tuesday, March 27, 2012 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2012–0344; Special 

Conditions No. 25–461–SC] 

Special Conditions: Dassault Aviation, 

Model Falcon 7X Airplanes; Seats With 

Inflatable Shoulder Straps 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Dassault Aviation Model 

Falcon 7X airplane. This airplane will 

have a novel or unusual design feature 

associated with seats with inflatable 

shoulder straps. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These special 

conditions contain the additional safety 

standards that the Administrator 

considers necessary to establish a level 

of safety equivalent to that established 

by the existing airworthiness standards. 

DATES: The effective date of these 

special conditions is March 19, 2012. 

We must receive your comments by May 

11, 2012. 

ADDRESSES: Send comments identified 

by docket number FAA–2012–0344 

using any of the following methods: 

• Federal eRegulations 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 

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

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot.gov. 

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: Dan 

Jacquet, FAA, Airframe and Cabin 

Safety Branch, ANM–115, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2676; facsimile 

425–227–1149. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice of, and 

opportunity for prior public comment 

on, these special conditions are 

impracticable because these procedures 

would significantly delay issuance of 

the design approval and thus delivery of 

the affected aircraft. In addition, the 

substance of these special conditions 

has been subject to the public comment 

process in several prior instances with 

no substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon issuance. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On March 15, 2011, Dassault Aviation 

applied for a change to Type Certificate 

No. A59NM to install an inflatable 

restraint system on side facing divans in 

Dassault Aviation Model Falcon 7X 

airplanes (hereafter referred to as 

‘‘Falcon 7X’’). The Falcon 7X is a 19- 

passenger, transport category airplane 

powered by three aft-mounted Pratt & 

Whitney PW307A high-bypass-ratio 

turbofan engines. Maximum takeoff 

weight is 69,000 pounds, and maximum 

certified altitude is 51,000 feet with a 

range of 5,700 nautical miles. 

The inflatable restraint system is 

designed to limit occupant forward 

excursion in the event of an accident. 

This will reduce the potential for head 

injury, thereby reducing the Head Injury 

Criteria (HIC) measurement. The 

inflatable restraint system behaves 

similarly to an automotive inflatable 

airbag, but in this case the airbag is 

integrated into the shoulder strap and 

inflates away from the seated occupant. 

While inflatable airbags are now 

standard in the automotive industry, the 

use of an inflatable shoulder strap is 

novel for commercial aviation. 

Title 14, Code of Federal Regulations 

(14 CFR) 25.785 requires that occupants 

be protected from head injury by either 

the elimination of any injurious object 

within the striking radius of the head, 

or by padding. Traditionally, this has 

required a setback of 35 inches from any 

bulkhead or other rigid interior feature 

or, where not practical, specified types 

of padding. The relative effectiveness of 

these means of injury protection was not 

quantified. With the adoption of 

Amendment 25–64 to part 25, 

specifically § 25.562, a new standard 

that quantifies required head injury 

protection was created. 

Section 25.562 specifies that each seat 

type design approved for crew or 

passenger occupancy during takeoff and 

landing must successfully complete 

dynamic tests or be shown to be 

compliant by rational analysis based on 

dynamic tests of a similar type seat. In 

particular, the regulations require that 

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18100 Federal Register / Vol. 77, No. 59 / Tuesday, March 27, 2012 / Rules and Regulations 

persons not suffer serious head injury 

under the conditions specified in the 

tests, and that protection must be 

provided or the seat be designed so that 

the head impact does not exceed a HIC 

of 1000 units. While the test conditions 

described for HIC are detailed and 

specific, it is the intent of the 

requirement that an adequate level of 

head injury protection be provided for 

passengers in a severe crash. 

Because §§ 25.562 and 25.785 and 

associated guidance do not adequately 

address seats with inflatable shoulder 

straps, the FAA recognizes that 

appropriate pass/fail criteria need to be 

developed that do fully address the 

safety concerns specific to occupants of 

these seats. 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, Dassault Aviation must show 

that the Falcon 7X, as changed, 

continues to meet the applicable 

provisions of the regulations 

incorporated by reference in Type 

Certificate No. A59NM or the applicable 

regulations in effect on the date of 

application for the change. The 

regulations incorporated by reference in 

the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

incorporated by reference in Type 

Certificate No. A59NM are as follows: 

14 CFR part 25, effective February 1, 

1965, including Amendments 25–1 

through 25–111 in entirety, and in 

accordance with 14 CFR part 11, Special 

Conditions No. 25–346–SC: High 

Intensity Radiated Fields (HIRF) 

Protection. 

The U.S. type certification basis for 

the Falcon 7X is established in 

accordance with 14 CFR 21.29 and 

21.17 and the type certification 

application date. The U.S. type 

certification basis is listed in Type 

Certification Data Sheet No. A59NM. 

If the Administrator finds that the 

applicable airworthiness regulations 

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

adequate or appropriate safety standards 

for the Falcon 7X because of a novel or 

unusual design feature, special 

conditions are prescribed under the 

provisions of § 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, the special conditions 

would also apply to the other model. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Falcon 7X must comply 

with the fuel vent and exhaust emission 

requirements of 14 CFR part 34 and the 

noise certification requirements of 

14 CFR part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The Falcon 7X will incorporate the 

following novel or unusual design 

feature: Dassault Aviation is proposing 

to install inflatable shoulder straps on 

side facing divans to reduce the 

potential for head injury in the event of 

an accident. The inflatable shoulder 

strap works similarly to an automotive 

airbag, except that the airbag is 

integrated with the shoulder strap of the 

restraint system. 

Part 25 states the performance criteria 

for head injury protection in objective 

terms. However, none of these criteria 

are adequate to address the specific 

issues raised concerning seats with 

inflatable shoulder straps. The FAA has 

therefore determined that, in addition to 

the requirements of part 25, special 

conditions are needed to address 

requirements particular to installation of 

seats with inflatable shoulder straps. 

Accordingly, in addition to the 

passenger injury criteria specified in 

§ 25.785, these special conditions are 

adopted for Falcon 7X airplanes 

equipped with inflatable shoulder 

straps. Other conditions may be 

developed, as needed, based on further 

FAA review and discussions with the 

manufacturer and civil aviation 

authorities. 

Discussion 

From the standpoint of a passenger 

safety system, the inflatable shoulder 

strap is unique in that it is both an 

active and entirely autonomous device. 

While the automotive industry has good 

experience with airbags, the conditions 

of use and reliance on the inflatable 

shoulder strap as the sole means of 

injury protection are quite different. In 

automobile installations, the airbag is a 

supplemental system and works in 

conjunction with an upper torso 

restraint. In addition, the crash event is 

more definable and of typically shorter 

duration, which can simplify the 

activation logic. The airplane operating 

environment is also quite different from 

automobiles and includes the potential 

for greater wear and tear and 

unanticipated abuse conditions (due to 

galley loading, passenger baggage, etc.). 

Airplanes also operate where exposure 

to high intensity electromagnetic fields 

could affect the activation system. 

The inflatable shoulder strap has two 

potential advantages over other means 

of head impact protection. First, it can 

provide significantly greater protection 

than would be expected with energyabsorbing pads; and second, it can 

provide essentially equivalent 

protection for occupants of all stature. 

These are significant advantages from a 

safety standpoint, since such devices 

will likely provide a level of safety that 

exceeds the minimum standards of the 

federal aviation regulations. Conversely, 

inflatable shoulder straps in general are 

active systems and must be relied upon 

to activate properly when needed, as 

opposed to an energy-absorbing pad or 

upper torso restraint that is passive and 

always available. Therefore, the 

potential advantages must be balanced 

against this and other potential 

disadvantages in order to develop 

standards for this design feature. 

The FAA has considered the 

installation of inflatable shoulder straps 

to have two primary safety concerns: 

First, that they perform properly under 

foreseeable operating conditions, and 

second, that they do not perform in a 

manner or at such times as would 

constitute a hazard to the airplane or 

occupants. This latter point has the 

potential to be the more rigorous of the 

requirements, owing to the active nature 

of the system. 

The inflatable shoulder strap will rely 

on electronic sensors for signaling and 

a stored gas canister for inflation. These 

same devices could be susceptible to 

inadvertent activation, causing 

deployment in a potentially unsafe 

manner. The consequences of 

inadvertent deployment, as well as 

failure to deploy, must be considered in 

establishing the reliability of the system. 

Dassault Aviation must substantiate that 

the effects of an inadvertent deployment 

in flight either would not cause injuries 

to occupants or that such deployment(s) 

meet the requirement of § 25.1309(b). 

The effect of an inadvertent deployment 

on a passenger or crewmember that 

might be positioned close to the 

inflatable shoulder strap should also be 

considered. The person could be either 

standing or sitting. A minimum 

reliability level will have to be 

established for this case, depending 

upon the consequences, even if the 

effect on the airplane is negligible. 

The potential for an inadvertent 

deployment could be increased as a 

result of conditions in service. The 

installation must take into account wear 

and tear so that the likelihood of an 

inadvertent deployment is not increased 

to an unacceptable level. In this context, 

an appropriate inspection interval and 

self-test capability are considered 

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Federal Register / Vol. 77, No. 59 / Tuesday, March 27, 2012 / Rules and Regulations 18101 

necessary. Other outside influences are 

lightning and high intensity radiated 

fields (HIRF). Existing HIRF special 

conditions for the Dassault Aviation 

Model Falcon 7X airplanes, Special 

Conditions No. 25–346–SC, are 

applicable. Finally, the inflatable 

shoulder strap installation should be 

protected from the effects of fire, so that 

an additional hazard is not created by, 

for example, a rupture of the 

pyrotechnic squib. 

In order to be an effective safety 

system, the inflatable shoulder strap 

must function properly and must not 

introduce any additional hazards to 

occupants as a result of its functioning. 

There are several areas where the 

inflatable shoulder strap differs from 

traditional occupant protection systems, 

and requires special conditions to 

ensure adequate performance. 

Because the inflatable shoulder strap 

is essentially a single use device, there 

is the potential that it could deploy 

under crash conditions that are not 

sufficiently severe as to require head 

injury protection from the inflatable 

shoulder strap. Since an actual crash is 

frequently composed of a series of 

impacts before the airplane comes to 

rest, this could render the inflatable 

shoulder strap useless if a larger impact 

follows the initial impact. This situation 

does not exist with energy absorbing 

pads or upper torso restraints, which 

tend to provide continuous protection 

regardless of severity or number of 

impacts in a crash event. Therefore, the 

inflatable shoulder strap installation 

should provide protection, when it is 

required, by not expending its 

protection during a less severe impact. 

Also, it is possible to have several large 

impact events during the course of a 

crash, but there is no requirement for 

the inflatable shoulder strap to provide 

protection for multiple impacts. 

Since each occupant’s restraint 

system provides protection for that 

occupant only, the installation must 

address seats that are unoccupied. It 

will be necessary to show that the 

required protection is provided for each 

occupant regardless of the number of 

occupied seats, and considering that 

unoccupied seats may have shoulder 

straps that are active. 

The inflatable shoulder straps should 

be effective for a wide range of 

occupants. The FAA has historically 

considered the range from the fifth 

percentile female to the ninety-fifth 

percentile male as the range of 

occupants that must be taken into 

account. In this case, the FAA is 

proposing consideration of a broader 

range of occupants, due to the nature of 

the shoulder straps installation and its 

close proximity to the occupant. In a 

similar vein, these persons could have 

assumed the brace position, for those 

accidents where an impact is 

anticipated. Test data indicate that 

occupants in the brace position do not 

require supplemental protection, and so 

it would not be necessary to show that 

the inflatable shoulder straps will 

enhance the brace position. However, 

the inflatable shoulder straps must not 

introduce a hazard in the case of 

deploying into the seated, braced 

occupant. 

Another area of concern is the use of 

seats, so equipped, by children whether 

lap-held, in approved child safety seats, 

or occupying the seat directly. 

Similarly, if the seat is occupied by a 

pregnant woman, the installation should 

address such usage, either by 

demonstrating that it will function 

properly, or by adding appropriate 

limitation on usage. 

Since the inflatable shoulder strap 

will be electrically powered, there is the 

possibility that the system could fail 

due to a separation in the fuselage. 

Since this system is intended as crash/ 

post-crash protection means, failure to 

deploy due to fuselage separation is not 

acceptable. As with emergency lighting, 

the system should function properly if 

such a separation occurs at any point in 

the fuselage. 

Since the inflatable shoulder strap is 

likely to have a large volume 

displacement, the inflated bag could 

potentially impede egress of passengers. 

Since the bag deflates to absorb energy, 

it is likely that an inflatable shoulder 

strap would be deflated at the time that 

persons would be trying to leave their 

seats. Nonetheless, it is considered 

appropriate to specify a time interval 

after which the inflatable shoulder strap 

may not impede rapid egress. Ten 

seconds has been chosen as a reasonable 

time, since this corresponds to the 

maximum time allowed for an exit to be 

openable (§ 25.809). In actuality, it is 

unlikely that an exit would be prepared 

by a flight attendant this quickly in an 

accident severe enough to warrant 

deployment of the inflatable shoulder 

strap, and the inflatable shoulder strap 

is expected to deflate much quicker than 

ten seconds. 

Part I of appendix F to part 25 

specifies the flammability requirements 

for interior materials and components. 

There is no reference to inflatable 

restraint systems in appendix F, because 

such devices did not exist at the time 

the flammability requirements were 

written. The existing requirements are 

based on both material types, as well as 

use, and have been specified in light of 

the state-of-the-art of materials available 

to perform a given function. In the 

absence of a specific reference, the 

default requirement would be for the 

type of material used to construct the 

inflatable restraint, which is a fabric in 

this case. However, in writing special 

conditions, the FAA must also consider 

the use of the material, and whether the 

default requirement is appropriate. In 

this case, the specialized function of the 

inflatable shoulder strap means that 

highly specialized materials are needed. 

The standard normally applied to 

fabrics is a 12-second vertical ignition 

test. However, materials that meet this 

standard do not perform adequately as 

inflatable shoulder straps. Since the 

safety benefit of the inflatable shoulder 

strap is significant, the flammability 

standard appropriate for these devices 

should not screen out suitable materials, 

thereby effectively eliminating use of 

inflatable shoulder straps. The FAA will 

need to establish a balance between the 

safety benefit of the inflatable shoulder 

strap and its flammability performance. 

At this time, the 2.5-inch per minute 

horizontal test is considered to provide 

that balance. As the technology in 

materials progresses (which is 

expected), the FAA may change this 

standard in subsequent special 

conditions to account for improved 

materials. 

The following special conditions can 

be characterized as addressing either the 

safety performance of the system or the 

system’s integrity against inadvertent 

activation. Because a crash requiring use 

of the inflatable shoulder strap is a 

relatively rare event, and because the 

consequences of an inadvertent 

activation are potentially quite severe, 

these latter requirements are probably 

the more rigorous from a design 

standpoint. 

Finally, it should be noted that these 

special conditions are applicable to the 

inflatable shoulder straps as installed. 

These special conditions are not an 

installation approval. Therefore, while 

these special conditions relate to each 

such system installed, the overall 

installation approval is a separate 

finding and must consider the combined 

effects of all such systems installed. 

Applicability 

As discussed above, these special 

conditions are applicable to the Dassault 

Aviation Model Falcon 7X. Should 

Dassault Aviation apply at a later date 

for a change to the type certificate to 

include another model incorporating the 

same novel or unusual design feature, 

the special conditions would apply to 

that model as well. 

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18102 Federal Register / Vol. 77, No. 59 / Tuesday, March 27, 2012 / Rules and Regulations 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplanes. It is not a rule of general 

applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, because a 

delay would significantly affect the 

certification of the airplane, which is 

imminent, the FAA has determined that 

prior public notice and comment are 

unnecessary and impracticable, and 

good cause exists for adopting these 

special conditions upon issuance. The 

FAA is requesting comments to allow 

interested persons to submit views that 

may not have been submitted in 

response to the prior opportunities for 

comment described above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Dassault Aviation 

Model Falcon 7X airplanes. 

1. Seats with Inflatable Shoulder 

Straps. It must be shown that the airbag 

system in the shoulder strap will deploy 

and provide protection under crash 

conditions where it is necessary to 

prevent serious injury. The means of 

protection must take into consideration 

a range of stature from a two-year-old 

child to a ninety-fifth percentile male. 

The airbag system in the shoulder strap 

must provide a consistent approach to 

energy absorption throughout that range 

of occupants. In addition, the following 

situations must be considered: 

a. The seat occupant is holding an 

infant. 

b. The seat occupant is a child in a 

child restraint device. 

c. The seat occupant is a child not 

using a child restraint device. 

d. The seat occupant is a pregnant 

woman. 

2. The airbag system in the shoulder 

strap must provide adequate protection 

for each occupant regardless of the 

number of occupants of the seat 

assembly, considering that unoccupied 

seats may have an active airbag system 

in the shoulder strap. 

3. The design must prevent the airbag 

system in the shoulder strap from being 

either incorrectly buckled or incorrectly 

installed, such that the airbag system in 

the shoulder strap would not properly 

deploy. Alternatively, it must be shown 

that such deployment is not hazardous 

to the occupant and will provide the 

required injury protection. 

4. It must be shown that the airbag 

system in the shoulder strap is not 

susceptible to inadvertent deployment 

as a result of wear and tear or inertial 

loads resulting from in-flight or ground 

maneuvers (including gusts and hard 

landings) and other operating and 

environmental conditions (vibrations, 

moisture, etc.) likely to be experienced 

in service. 

5. Deployment of the airbag system in 

the shoulder strap must not introduce 

injury mechanisms to the seated 

occupant or result in injuries that could 

impede rapid egress. This assessment 

should include an occupant whose belt 

is loosely fastened. 

6. It must be shown that inadvertent 

deployment of the airbag system in the 

shoulder strap, during the most critical 

part of the flight, will either meet the 

requirement of § 25.1309(b) or not cause 

a hazard to the airplane or its occupants. 

7. It must be shown that the airbag 

system in the shoulder strap will not 

impede rapid egress of occupants 10 

seconds after airbag deployment. 

8. The airbag system must be 

protected from lightning and HIRF. The 

threats to the airplane specified in 

existing regulations regarding lightning, 

§ 25.1316, and special conditions 

regarding HIRF, Special Condition No. 

25–346–SC, are incorporated by 

reference for the purpose of measuring 

lightning and HIRF protection. For the 

purposes of complying with HIRF 

requirements, the airbag system in the 

shoulder strap is considered a ‘‘critical 

system’’ if its deployment could have a 

hazardous effect on the airplane; 

otherwise, it is considered an 

‘‘essential’’ system. 

9. The airbag system in the shoulder 

strap must function properly after loss 

of normal aircraft electrical power and 

after a transverse separation of the 

fuselage at the most critical location. A 

separation at the location of the airbag 

system in the shoulder strap does not 

have to be considered. 

10. It must be shown that the airbag 

system in the shoulder strap will not 

release hazardous quantities of gas or 

particulate matter into the cabin. 

11. The airbag system in the shoulder 

strap installation must be protected 

from the effects of fire such that no 

hazard to occupants will result. 

12. There must be a means for a 

crewmember to verify the integrity of 

the airbag system in the shoulder strap 

activation system prior to each flight, or 

it must be demonstrated to reliably 

operate between inspection intervals. 

The FAA considers the loss of the 

airbag-system deployment function 

alone (i.e., independent of the 

conditional event that requires the 

airbag system deployment) to be a major 

failure condition. 

13. With regard to § 25.853, the 

inflatable material may not have an 

average burn rate of greater than 2.5 

inches/minute when tested using the 

horizontal flammability test defined in 

part 25, appendix F, part I, paragraph 

(b)(5). 

14. The airbag system in the shoulder 

strap, once deployed, must not 

adversely affect the emergency-lighting 

system (i.e., block floor proximity lights 

to the extent that the lights no longer 

meet their intended function). 

Issued in Renton, Washington, on March 

19, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–7280 Filed 3–26–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–1262; Airspace 

Docket No. 11–ANM–25] 

Amendment of Class E Airspace; 

Lamar, CO 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends Class E 

airspace at Lamar Municipal Airport, 

Lamar, CO. Decommissioning of the 

Lamar Tactical Air Navigation System 

(TACAN) has made this action 

necessary for the safety and 

management of Instrument Flight Rules 

(IFR) operations at the airport. This 

action also adjusts the geographic 

coordinates of the airport. 

DATES: Effective date, 0901 UTC, May 

31, 2012. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR Part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

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