67708 Federal Register / Vol. 62, No. 249 / Tuesday, December 30, 1997 / Rules and Regulations

(c) Trustee of a fiduciary account that

involves no active fiduciary duties

provided that the applicable law

authorizes the savings association to act

in this capacity.

§ 550.590 What standards must I observe

when acting in exempt fiduciary capacities?

You must observe principles of sound

fiduciary administration, including

those related to recordkeeping and

segregation of assets.

§ 550.600 How may I invest funds when

acting in exempt fiduciary capacities?

If you act in an exempt fiduciary

capacity under § 550.580, you may

invest the funds of the fiduciary account

in only the following:

(a) Your accounts, deposits,

obligations, or securities.

(b) Other assets as the customer may

direct, provided you do not exercise any

investment discretion and do not

directly or indirectly provide any

investment advice for the fiduciary

account.

§ 550.610 What disclosures must I make

when acting in exempt fiduciary capacities?

If you act in an exempt fiduciary

capacity under § 550.580 and fiduciary

investments are not limited to accounts

or deposits insured by the FDIC, you

must include the following language in

bold type on the first page of any

contract documents:

Funds invested pursuant to this agreement

are not insured by the Federal Deposit

Insurance Corporation (‘‘FDIC’’) merely

because the trustee or custodian is a Federal

savings association the accounts of which are

covered by such insurance. Only investments

in the accounts of a Federal savings

association are insured by the FDIC, subject

to its rules and regulations.

§ 550.620 May I receive compensation for

acting in exempt fiduciary capacities?

You may receive reasonable

compensation.

PART 563e—COMMUNITY

REINVESTMENT

4. The authority citation for part 563e

continues to read as follows:

Authority: 12 U.S.C. 1462a, 1463, 1464,

1467a, 1814, 1816, 1828(c) and 2901 through

2907.

5. Section 563e.11 is amended by

revising paragraph (c) to read as follows:

§ 563e.11 Authority, purposes, and scope.

* * * * *

(c) Scope—(1) General. This part

applies to all savings associations

except as provided in paragraph (c)(2) of

this section.

(2) Certain special purpose savings

associations. This part does not apply to

special purpose savings associations

that do not perform commercial or retail

banking services by granting credit to

the public in the ordinary course of

business, other than as incident to their

specialized operations. These

associations include banker’s banks, as

defined in 12 U.S.C. 24 (Seventh), and

associations that engage only in one or

more of the following activities:

providing cash management controlled

disbursement services or serving as

correspondent associations, trust

companies, or clearing agents.

PART 571—STATEMENTS OF POLICY

6. The authority citation for part 571

continues to read as follows:

Authority: 5 U.S.C. 552, 559; 12 U.S.C.

1462a, 1463, 1464.

§ 571.15 [Removed]

7. Section 571.15 is removed.

Dated: December 19, 1997.

By the Office of Thrift Supervision.

Ellen Seidman,

Director.

[FR Doc. 97–33726 Filed 12–29–97; 8:45 am]

BILLING CODE 6720–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–CE–17–AD; Amendment 39–

10263; AD 97–26–20]

RIN 2120–AA64

Airworthiness Directives; Aviat Aircraft

Inc. Models S–2A, S–2B, and S–2S

Airplanes (formerly Pitts Models S–2A,

S–2B, and S–2S airplanes)

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

Airworthiness Directive AD 96–09–08

R1, which applies to Aviat Aircraft Inc.

(Aviat) Models S–2A, S–2B, and S–2S

airplanes (formerly Pitts Models S–2A,

S–2B, and S–2S), and currently requires

repetitively inspecting the upper

longerons just aft of the rear cabane

struts for cracks and repairing any

cracks. This action retains the same

actions as the current AD; lengthens the

time interval between repetitive

inspections; requires either installing a

marked accelerometer in order to

continue to perform acrobatic

maneuvers and installing a placard that

specifies gravity (‘‘g’’) force limitations,

or installing a placard prohibiting

acrobatic maneuvers; and, requires

inserting revisions into the Airplane

Flight Manual (AFM). This action is the

result of reports of cracking in the upper

longerons caused by operating the

airplane outside of the certificated

design limits and the availability of a

design modification that, when

incorporated, repairs the damaged

upper longeron area. The actions

specified by this AD are intended to

prevent cracking and subsequent failure

of the longerons with consequent loss of

control of the airplane.

DATES: Effective January 22, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of January 22,

1998.

ADDRESSES: Service information that

applies to this AD may be obtained from

Aviat Aircraft Inc., P. O. Box 1240, 672

South Washington Street, Afton,

Wyoming, 83110; telephone (307) 886–

3151; facsimile (307) 886–9674. This

information may also be examined at

the Federal Aviation Administration

(FAA), Central Region, Office of the

Regional Counsel, Attention: Rules

Docket 97–CE–17–AD, Room 1558, 601

E. 12th Street, Kansas City, Missouri

64106; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Roger Caldwell, Project Engineer, FAA,

Denver Aircraft Certification Office,

26805 East 68th Ave., Room 214,

Denver, Colorado 80216; telephone

(303) 342–1086; facsimile (303) 342–

1088.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This

AD

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to supersede AD 96–09–08 R1,

Amendment 39–9690 (61 FR 35936, No.

132, July 9, 1996), that applies to Aviat

Models S–2A, S–2B, and S–2S airplanes

(formerly Pitts Models S–2A, S–2B, and

S–2S), was published in the Federal

Register on May 30, 1997 (62 FR 29309).

AD 96–09–08 R1 currently requires

repetitively inspecting the longerons

around the rear cabane struts for cracks

on Aviat Models S–2A (all serial

numbers (S/N)), S–2B (S/N 5000

through 5350), and S–2S (all S/N), and

repairing and reinforcing any crack

found during the inspections. The

proposed AD would supersede AD 96–

09–08 R1 with a new AD that would

require:

(1) Repetitively inspecting the upper

longerons aft of the rear cabane struts
Federal Register / Vol. 62, No. 249 / Tuesday, December 30, 1997 / Rules and Regulations 67709

and forward of the instrument panel for

cracks;

(2) Modifying any cracked longeron

found during any inspection required by

the proposed AD by incorporating Aviat

Kit No. S–2–513;

(3) Inserting the revisions referenced

in the Aviat SB No. 24, Date: March 20,

1996, Revised: November 22, 1996 into

the AFM; and

(4) Accomplishing one of the

following:

—Installing a redlined accelerometer

marked at the +6g and ¥3g hash

marks indicating the acrobatic ‘‘g’’

force limitations and a placard (part

number 2–7604–47) stating the ‘‘g’’

force limitations; or

—Fabricating and installing a placard in

the pilot’s clear view using at least 1⁄8-

inch letters that incorporate the

words:

‘‘ACROBATIC MANEUVERS

PROHIBITED.’’

Accomplishment of this action would

be in accordance with the Aviat Aircraft

Inc. Service Bulletin No. 24, Date:

March 20, 1996; Revised: November 22,

1996, and Aviat Aircraft Inc. Installation

Instructions to Kit No. S–2–513, dated

August 26, 1996; Revised May 9, 1997.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Several

comments were received on the

proposed rule. Due consideration has

been given to the following comments.

A commenter suggested that the Aviat

Pitts Model S–2A be eliminated from

the applicability of the action because

the aircraft does not have enough

horsepower to sustain airspeeds that

will damage the airframe structure.

The FAA does not concur. The FAA

is obligated to address the whole fleet

(all models) since it is possible to

exceed the fatigue limits on all models

regardless of horsepower. The aircraft

weight and maneuver entry speed is the

factor that drives the resultant gravity

(‘‘g’’) load. All of the Aviat models

addressed can enter a snap roll while in

a dive with the airspeed higher than the

recommended entry speed. The final

rule will not be changed as a result of

this comment.

A commenter wanted the FAA to

withdraw the NPRM because no fleetwide problem exists.

The FAA does not concur. The reason

this action was taken is because of four

known incidents where cracked

longerons were the cause. After

additional investigation, tests showed

that exceeding the ‘‘g’’ force limitations

causes stress to the longerons, thus

producing cracks. Therefore, the FAA is

requiring additional measures to assure

that the operation of the affected

airplanes does not exceed the

certification limits. The FAA also wants

to assure that the affected airplanes are

flying without cracks. If the upper

longerons are not repetitively inspected

for cracks, then the airplane is

susceptible to an unsafe condition. The

final rule will not be changed as a result

of this comment.

One commenter suggested that the

frequency of the longeron inspection

occur at every 100-hour time-in-service

(TIS) intervals.

The FAA concurs and notes that a 100

hour TIS interval for repetitive

inspections of the upper longeron area

was proposed in the NPRM. The final

rule will not be changed as a result of

this comment.

A commenter wants the ‘‘g’’ limitation

placard to read ‘‘+4.5g and ¥2.5g while

performing a snap roll maneuver’’

because the twisting forces imposed on

the airframe by snap rolls are more

likely to cause structural failure than

straight positive ‘‘g’’ force.

The FAA does not concur. There has

been no convincing analysis to indicate

that anything less than the original

certificated maximum ‘‘g’’ force levels of

+6 and ¥3 should not be the airplane

operating limits. The final rule will not

be changed as a result of this comment.

Another commenter suggested

inspecting the fuselage for structural

damage if a ‘‘g’’ factor of +6 is exceeded

during landing. The commenter did not

provide any justification to support this

argument. As a result, this comment

will not change the final rule.

One commenter wanted a requirement

to mark the accelerometers at the

operating limitations. The FAA agrees.

This requirement was proposed in the

NPRM. The final rule will not change as

a result of this comment.

A commenter suggested delaying the

final rule pending further study of the

effect of snap roll maneuvers because

the AD does not recognize or discuss the

twisting forces imposed on the airframe

by snap rolling maneuvers, and that the

snap roll maneuvers result in a higher

‘‘g’’ force than straight positive ‘‘g’’

forces.

The FAA does not concur. Flight test

analysis shows that the original

operating limits that were determined

during certification of these airplanes

are adequate as long as the operator flies

the airplane within the ‘‘g’’ force limits.

The final rule will not change as a result

of this comment.

Another comment requested that the

FAA delete the requirement for the

placard on the accelerometer. No

justification was presented for this

request. The FAA has determined that

this placard is necessary to fully address

the unsafe condition. The final rule will

not change as a result of this comment.

One comment recommended

amending the aircraft documents to

reflect a mandatory VNE (never exceed

speed) for snap roll maneuvers to limit

the ‘‘g’’ force loads. The commenter

presented no justification for this

recommendation.

The FAA does not concur. This

recommendation offers no benefit over

the already proposed placard placed

near the accelerometer because the

flight manual already states the

certificated operating ‘‘g’’ limits and

entry speeds for maneuvers.

Aviat Aircraft Inc. commented that

they agree with the need for the AD, but

Aviat felt that the general theme of the

preamble to the NPRM was degrading

and made hostile references to the Aviat

airplanes. Aviat submitted a re-written

preamble to NPRM. The FAA did not reprint this submission as part of the final

rule comments because the comments

made did not speak to the AD only to

the discussion in the preamble of the

NPRM. The preamble to the NPRM is

not published as part of the final rule.

Therefore, this final rule is not changed

as a result of this comment. The

document submitted can be obtained by

written request to the Office of the

Regional Counsel’s Rules Docket found

in the ADDRESSES section of this AD.

The FAA’s Determination

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 the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

determined that these minor corrections

will not change the meaning of the AD

and will not add any additional burden

upon the public than was already

proposed.

Cost Impact

The FAA estimates that 500 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

8 workhours per airplane to accomplish

the initial inspection and modification,

and that the average labor rate is

approximately $60 an hour. The

installation of the revisions to the AFM

and the placard may be performed by

the owner/operator holding at least a

private pilot certificate as authorized by

§§ 43.7 and 43.9 of the Federal Aviation

Regulations (14 CFR 43.7 and 43.9).

Therefore, the only labor cost associated

with this step is the time of the owner/
67710 Federal Register / Vol. 62, No. 249 / Tuesday, December 30, 1997 / Rules and Regulations

operator. Parts costs are estimated to be

approximately $400 for Aviat Kit No. S–

2–513 and $10 for the placard. Based on

these figures, the total cost impact of

this AD on U.S. operators is estimated

to be $445,000 or $890 per airplane. The

estimated cost does not account for the

repetitive inspections because the FAA

has no way to determine the number of

repetitive inspections that might be

incurred over the life of the airplane.

The manufacturer has informed the

FAA that they have distributed kits to

reinforce 4 airplanes. With this in mind,

the approximate cost for this AD on U.S.

operators will be reduced from $445,000

to $441,440.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects 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, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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 copy of the final

evaluation prepared for this action is

contained in the Rules Docket. A copy

of it may be obtained by contacting 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 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing airworthiness directive (AD)

96–09–08 R1, Amendment No. 39–9690

and by adding a new AD to read as

follows:

97–26–20 Aviat Aircraft Inc.: Amendment

No. 39–10263; Docket No. 97–CE–17–

AD; Supersedes AD 96–09–08 R1,

Amendment 39–9690.

Applicability: Models S–2A (all serial

numbers (S/N)), S–2B (S/N 5000 through

5350), and S–2S (all serial numbers)

airplanes (formerly Pitts Models S–2A, S–2B,

and S–2S), 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 (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 in the

body of this AD, unless already

accomplished.

To prevent cracking and subsequent failure

of the longerons with consequent loss of

control of the airplane, accomplish the

following:

(a) At the accumulation of 300 hours total

time-in-service (TIS) or within the next 25

hours TIS after the effective date of this AD,

whichever occurs later, and thereafter at

intervals not to exceed 100 hours TIS, inspect

(using a 10x magnifying glass) the longerons

aft of the rear cabane strut and forward of the

instrument panel for cracks in accordance

with paragraphs A. 1. through A. 4. and

Figure 1 in the ACCOMPLISHMENT

INSTRUCTIONS of Aviat Aircraft Inc. (Aviat)

Service Bulletin (SB) No. 24, Date: March 20,

1996, Revised: November 22, 1996.

(1) Disregard the instructions in paragraph

A. 5. in the ACCOMPLISHMENT

INSTRUCTIONS of Aviat SB No. 24, Date:

March 20, 1996, Revised: November 22, 1996.

This AD takes precedence over the

instructions in paragraph A. 5 referenced

above.

(2) If cracks are found during any

inspection required by this AD, prior to

further flight, modify the cracked area by

incorporating Aviat Kit No. S–2–513 in

accordance with the INSTALLATION

INSTRUCTIONS section in Aviat Kit No. S–

2–513, dated August 26, 1996, Revised: May

9, 1997.

(3) The modification does not eliminate the

100-hour TIS interval repetitive inspections.

(b) At the accumulation of 300 hours total

TIS or within the next 25 hours TIS after the

effective date of this AD, whichever occurs

later, insert revisions to the Airplane Flight

Manual (AFM) in accordance with paragraph

B. 2. in the ACCOMPLISHMENT

INSTRUCTIONS of Aviat SB No. 24, Dated:

March 20, 1996, Revised November 22, 1996.

(c) At the accumulation of 300 hours total

TIS or within the next 25 hours TIS after the

effective date of this AD, whichever occurs

later, accomplish either (c)(1) or (c)(2) below:

(1) Install an accelerometer and

permanently mark the face with red marks

(3/16-inch × 1/16-inch) at the +6 g and ¥3

g hash marks, and install a placard (Aviat

part number 2–7604–47) stating the gravity

(‘‘g’’) force limitations within the pilot’s clear

view in accordance with paragraph B. 1. of

the ACCOMPLISHMENT INSTRUCTIONS in

Aviat SB No. 24, Date: March 20, 1996,

Revised: November 22, 1996; or

(2) Fabricate and install a placard in the

pilot’s clear view using at least 1/8-inch

letters that incorporates the following words:

‘‘ACROBATIC MANEUVERS PROHIBITED.’’

(d) The installation of the placard and the

insertion of the revisions into the AFM may

be performed by the owner/operator holding

at least a private pilot certificate as

authorized by § 43.7 of the Federal Aviation

Regulations (14 CFR 43.7), and must be

entered into the aircraft records showing

compliance with this AD in accordance with

§ 43.9 of the Federal Aviation Regulations (14

CFR 43.9).

(e) Special flight permits may be issued in

accordance with §§ 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

action can be accomplished, provided no

cracks are found during any inspections

required by paragraph (a) of this AD. No

special flight permits may be issued to any

airplane with cracks in the upper longerons

just aft of the rear cabane struts.

(f) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Denver Aircraft Certification Office,

26805 East 68th Ave., Room 214, Denver,

Colorado 80216. The request shall be

forwarded through an appropriate FAA

Maintenance Inspector, who may add

comments and then send it to the Manager,

Denver Aircraft Certification Office.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Denver Aircraft

Certification Office.

(g) The inspection, modification, and

replacements required by this AD shall be

done in accordance with Aviat Aircraft Inc.

Service Bulletin (SB) No. 24, Revised:

November 22, 1996, and Aviat Aircraft Inc.

Installation Instructions in Aviat Aircraft Inc.

Kit No. S–2–513, dated August 26, 1996,

Revised: May 9, 1997. 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 Aviat Aircraft Inc., The

Airport-Box No. 1240, 672 South Washington

Street, Afton, Wyoming, 83110. Copies may

be inspected at the FAA, Central Region,

Office of the Regional Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri, or

at the Office of the Federal Register, 800
Federal Register / Vol. 62, No. 249 / Tuesday, December 30, 1997 / Rules and Regulations 67711

North Capitol Street, NW., suite 700,

Washington, DC.

(h) This Amendment supersedes AD 96–

09–08 R1, Amendment 39–9690.

(i) This Amendment (39–10263) becomes

effective on January 22, 1998.

Issued in Kansas City, Missouri, on

December 16, 1997.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 97–33512 Filed 12–29–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

14 CFR Part 73

[Airspace Docket No. 97–ANE–101]

RIN 2120–AA66

Change of Using Agency for Restricted

Areas R–4105A and R–4105B; No

Man’s Land Island, MA

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action changes the using

agency for Restricted Areas R–4105A

(R–4105A) and R–4105B (R–4105B), No

Man’s Land Island, MA, from the ‘‘U.S.

Navy, Commanding Officer, Naval Air

Station (NAS) South Weymouth, MA,’’

to ‘‘Air National Guard (ANG), 104th

Fighter Wing, Barnes Municipal Airport,

Westfield, MA.’’ This change is required

due to the closure of NAS South

Weymouth.

EFFECTIVE DATE: 0901 UTC, February 26,

1998.

FOR FURTHER INFORMATION CONTACT: Paul

Gallant, Airspace and Rules Division,

ATA–400, Office of Air Traffic Airspace

Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone: (202) 267–8783.

SUPPLEMENTARY INFORMATION:

Background

The Defense Base Realignment and

Closure Commission directed the

closure of NAS South Weymouth, MA,

which is currently the designated using

agency for R–4105A and R–4105B.

However, the ANG 104th Fighter Wing

has been a long-time co-user of the

range and, as such, has a continuing

requirement for these restricted areas.

By this action, the 104th Fighter Wing

is being designated as the using agency

since it has become the primary user of

the restricted areas.

The Rule

This action amends 14 CFR part 73 by

changing the using agency for R–4105A

and R–4105B, No Man’s Land Island,

MA, from ‘‘U.S. Navy, Commanding

Officer, NAS South Weymouth, MA,’’ to

‘‘ANG, 104th Fighter Wing, Barnes

Municipal Airport, MA.’’ This

administrative change will not alter the

boundaries, altitudes, time of

designation, or activities conducted

within the restricted areas; therefore, I

find that notice and public procedure

under 5 U.S.C. 553(b) are unnecessary.

Section 73.41 of part 73 was

republished in FAA Order 7400.8E,

dated November 7, 1997.

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. Since this is a

routine matter that will only affect air

traffic procedures and air navigation, it

is certified that this rule will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

Environmental Review

This action is a minor administrative

change to amend the designated using

agency of existing restricted areas. There

are no changes to air traffic control

procedures or routes as a result of this

action. Therefore, this action is not

subject to environmental assessments

and procedures in accordance with FAA

Order 1050.1D, ‘‘Policies and

Procedures for Considering

Environmental Impacts,’’ and the

National Environmental Policy Act.

List of Subjects in 14 CFR Part 73

Airspace, Navigation (air).

Adoption of the Amendment

In consideration of the foregoing, the

Federal Aviation Administration

amends 14 CFR part 73 as follows:

PART 73—SPECIAL USE AIRSPACE

1. The authority citation for part 73

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40103, 40113,

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389.

§ 73.41 [Amended]

2. § 73.41 is amended as follows:

* * * * *

R–4105A No Man’s Land Island, MA

[Amended]

By removing ‘‘Using agency. U.S.

Navy, Commanding Officer, NAS South

Weymouth, MA’’ and adding ‘‘Using

agency. ANG, 104th Fighter Wing,

Barnes Municipal Airport, Westfield,

MA’’ in its place.

* * * * *

R–4105B No Man’s Land Island, MA

[Amended]

By removing ‘‘Using agency. U.S.

Navy, Commanding Officer, NAS South

Weymouth, MA’’ and adding ‘‘Using

agency. ANG, 104th Fighter Wing,

Barnes Municipal Airport, Westfield,

MA’’ in its place.

* * * * *

Issued in Washington, DC, on December

19, 1997.

Nancy B. Kalinowski,

Acting Program Director for Air Traffic

Airspace Management.

[FR Doc. 97–33867 Filed 12–29–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 97–ANM–22]

RIN 2120–AA66

Modification of VOR Federal Airway

V–204; Yakima, WA

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action reduces the width

of Very High Frequency

Omnidirectional Range (VOR) Federal

Airway V–204 east of the Yakima, WA,

Very High Frequency Omnidirectional

Range/Tactical Air Navigation

(VORTAC) from 4 to 3 nautical miles

(NM) north of the airway centerline.

Currently, the northern edge of V–204

penetrates Special Use Airspace

Restricted Area R–6714 (R–6714), thus

creating an inefficient and potentially

hazardous situation. The FAA is taking

this action to enhance the safety and

efficiency of aircraft operations in the

vicinity of Yakima VORTAC.

EFFECTIVE DATE: 0901 UTC, February 26,

1998.

FOR FURTHER INFORMATION CONTACT: Bil

Nelson, Airspace and Rules Division,

ATA–400, Office of Air Traffic Airspace

Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone: (202) 267–8783.