Federal Register / Vol. 79, No. 238 / Thursday, December 11, 2014 / Rules and Regulations 73469 

assumed to be static loads, and the 

hinge moments H must be computed 

from the formula: 

H = K (1/2) ro V2 c S 

Where— 

K = hinge moment factor for ground gusts 

derived in paragraph (c) of this section; 

ro = density of air at sea level; 

V = 65 knots relative to the aircraft; 

S = area of the control surface aft of the hinge 

line; 

c = mean aerodynamic chord of the control 

surface aft of the hinge line. 

(c) The hinge moment factor K for 

ground gusts must be taken from the 

following table: 

Surface K Position of 

controls 

(1) Aileron ....... 0 .75 Control column 

locked or 

lashed in 

mid-position. 

(2) Aileron ....... * ±0 .50 Ailerons at full 

throw. 

(3) Elevator ..... * ±0 .75 Elevator full 

down. 

(4) Elevator ..... * ±0 .75 Elevator full up. 

(5) Rudder ....... 0 .75 Rudder in neutral. 

(6) Rudder ....... 0 .75 Rudder at full 

throw. 

* A positive value of K indicates a moment 

tending to depress the surface, while a negative value of K indicates a moment tending to 

raise the surface. 

(d) The computed hinge moment of 

paragraph (b) of this section must be 

used to determine the limit loads due to 

ground gust conditions for the control 

surface. A 1.25 factor on the computed 

hinge moments must be used in 

calculating limit control system loads. 

(e) Where control system flexibility is 

such that the rate of load application in 

the ground gust conditions might 

produce transient stresses appreciably 

higher than those corresponding to 

static loads, in the absence of a rational 

analysis substantiating a different 

dynamic factor, an additional factor of 

1.6 must be applied to the control 

system loads of paragraph (d) of this 

section to obtain limit loads. If a rational 

analysis is used, the additional factor 

must not be less than 1.2. 

(f) For the condition of the control 

locks engaged, the control surfaces, the 

control system locks, and the parts of 

any control systems between the 

surfaces and the locks must be designed 

to the resultant limit loads. Where 

control locks are not provided, then the 

control surfaces, the control system 

stops nearest the surfaces, and the parts 

of any control systems between the 

surfaces and the stops must be designed 

to the resultant limit loads. If the control 

system design is such as to allow any 

part of the control system to impact 

with the stops due to flexibility, then 

the resultant impact loads must be taken 

into account in deriving the limit loads 

due to ground gust. 

(g) For the condition of taxiing with 

the control locks disengaged, or where 

control locks are not provided, the 

following apply: 

(1) The control surfaces, the control 

system stops nearest the surfaces, and 

the parts of any control systems between 

the surfaces and the stops must be 

designed to the resultant limit loads. 

(2) The parts of the control systems 

between the stops nearest the surfaces 

and the flight deck controls must be 

designed to the resultant limit loads, 

except that the parts of the control 

system where loads are eventually 

reacted by the pilot need not exceed: 

(i) The loads corresponding to the 

maximum pilot loads in § 25.397(c) for 

each pilot alone; or 

(ii) 0.75 times these maximum loads 

for each pilot when the pilot forces are 

applied in the same direction. 

■ 13. Revise 25.1517 to read as follows: 

§ 25.1517 Rough air speed, VRA.

(a) A rough air speed, VRA, for use as 

the recommended turbulence 

penetration airspeed, and a rough air 

Mach number, MRA, for use as the 

recommended turbulence penetration 

Mach number, must be established. 

VRA/MRA must be sufficiently less than 

VMO/MMO to ensure that likely speed 

variation during rough air encounters 

will not cause the overspeed warning to 

operate too frequently. 

(b) At altitudes where VMO is not 

limited by Mach number, in the absence 

of a rational investigation substantiating 

the use of other values, VRA must be less 

than VMO—35 KTAS. 

(c) At altitudes where VMO is limited 

by Mach number, MRA may be chosen 

to provide an optimum margin between 

low and high speed buffet boundaries. 

Appendix G to Part 25 [Removed and 

Reserved] 

■ 14. Remove and reserve appendix G to 

part 25. 

Issued under authority provided by 49 

U.S.C. 106(f) and 44701(a) in Washington, 

DC, on November 14, 2014. 

Michael P. Huerta, 

Administrator. 

[FR Doc. 2014–28938 Filed 12–10–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2014–0668; Special 

Conditions No. 25–572–SC] 

Special Conditions: AAR Engineering 

Services, Boeing 757–200 Series 

Airplane; Seats With Non-Traditional, 

Large, Non-Metallic Panels 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special condition; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Boeing 757–200 series 

airplane. This airplane, as modified by 

AAR Engineering Services, will have 

novel or unusual design features when 

compared to the state of technology 

envisioned in the airworthiness 

standards for transport-category 

airplanes. This design feature includes 

seats with non-traditional, large, nonmetallic panels on Boeing 757–200 

series airplanes. 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: This action is effective on AAR 

Engineering Services on December 11, 

2014. We must receive your comments 

by January 26, 2015. 

ADDRESSES: Send comments identified 

by docket number FAA–2014–0668 

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 


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73470 Federal Register / Vol. 79, No. 238 / Thursday, December 11, 2014 / Rules and Regulations 

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: John 

Shelden, FAA, Airframe and Cabin 

Safety Branch, ANM–115, Transport 

Airplane Directorate, Aircraft 

Certification Service, 1601 Lind Avenue 

SW., Renton, Washington 98057–3356; 

telephone 425–227–2785; facsimile 

425–227–1320. 

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 publication in 

the Federal Register. 

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 on or before the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On May 28, 2014, AAR Engineering 

Services applied for a supplemental 

type certificate for an interior 

reconfiguration that includes seats 

containing non-traditional, large, nonmetallic panels on Boeing 757–200 

series airplanes. The Boeing Model 757– 

200 series airplane, currently approved 

under Type Certificate No. A2NM, is a 

swept-wing, conventional-tail, twinengine, turbofan-powered, single-aisle, 

medium-sized transport-category 

airplane. 

The applicable regulations to 

airplanes currently approved under 

Type Certificate No. A2NM do not 

require seats to meet the more-stringent 

flammability standards required of 

large, non-metallic panels in the cabin 

interior. At the time the applicable rules 

were written, seats were designed with 

a metal frame covered by fabric, not 

with large, non-metallic panels. Seats 

also met the then-recently adopted 

standards for flammability of seat 

cushions. With the seat design being 

mostly fabric and metal, their 

contribution to a fire in the cabin had 

been minimized and was not considered 

a threat. For these reasons, seats did not 

need to be tested to heat-release and 

smoke-emission requirements. 

Seat designs have now evolved to 

occasionally include large, nontraditional, non-metallic panels. Taken 

in total, the surface area of these panels 

is on the same order as the sidewall and 

overhead-stowage-bin interior panels. 

To provide the level of passenger 

protection established by the 

airworthiness standards, these large, 

non-traditional, non-metallic panels in 

the cabin must meet the standards of 

Title 14, Code of Federal Regulations 

(CFR) part 25, Appendix F, parts IV and 

V, heat-release and smoke-emission 

requirements. 

Type Certification Basis 

Under the provisions of § 21.101, 

AAR Engineering Services must show 

that the Boeing Model 757–200, as 

changed, continues to meet the 

applicable provisions of the regulations 

listed in Type Certificate No. A2NM, or 

the applicable regulations in effect on 

the date of application for the change, 

except for earlier amendments as agreed 

upon by the FAA. 

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 

A2NM are as follows: 

Part 25, as amended by Amendment 

25–1 through Amendment 25–45. In 

addition, an equivalent safety finding 

exists with respect to § 25.853(c), 

Compartment interiors. 

In addition, the certification basis 

includes certain special conditions, 

exemptions, or later amended sections 

of the applicable part that are not 

relevant to these special conditions. 

If the Administrator finds that the 

applicable airworthiness regulations 

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

adequate or appropriate safety standards 

for the Boeing 757–200 series airplane 

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 applicant apply 

for a supplemental type certificate to 

modify any other model included on the 

same type certificate to incorporate the 

same or similar novel or unusual design 

feature, these special conditions would 

also apply to the other model under 

§ 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Boeing 757–200 series 

airplane must comply with the fuel-vent 

and exhaust-emission requirements of 

14 CFR part 34, and the noisecertification 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 Boeing 757–200 series airplane 

will incorporate the following novel or 

unusual design feature: 

These models offer interior 

arrangements that include passenger 

seats that incorporate large, nontraditional, non-metallic panels in lieu 

of the traditional metal frame covered 

by fabric. The flammability properties of 

these panels have been shown to 

significantly affect the survivability of 

cabin occupants in the event of fire. 

These seats are considered a novel 

design for transport-category airplanes 

that include Amendment 25–61 and 

Amendment 25–66 in the certification 

basis, and were not considered when 

those airworthiness standards were 

established. 

The existing regulations do not 

provide adequate or appropriate safety 

standards for seat designs that 

incorporate large, non-traditional, nonmetallic panels in their designs. To 

provide a level of safety that is 

equivalent to that afforded to the 

balance of the cabin, additional 

airworthiness standards, in the form of 

special conditions, are necessary. These 

special conditions supplement § 25.853. 

The requirements contained in these 

special conditions consist of applying 

the identical test conditions, required of 

all other large panels in the cabin, to 


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Federal Register / Vol. 79, No. 238 / Thursday, December 11, 2014 / Rules and Regulations 73471 

seats with large, non-traditional, nonmetallic panels. 

Discussion 

In the early 1980s, the Federal 

Aviation Administration (FAA) 

conducted extensive research on the 

effects of post-crash flammability in the 

passenger cabin. As a result of this 

research and service experience, the 

FAA adopted new standards for interior 

surfaces associated with larger surfacearea parts. Specifically, the rules require 

measurement of heat release and smoke 

emission (part 25, Appendix F, parts IV 

and V) for the affected parts. Heat 

release has been shown to have a direct 

correlation to post-crash fire-survival 

time. The materials that comply with 

the standards (e.g., § 25.853, 

‘‘Compartment Interiors,’’ as amended 

by Amendments 25–61 and 25–66) were 

found to extend survival time by 

approximately two minutes over 

materials that do not comply. 

At the time Amendment 25–61 was 

written, the potential application of the 

requirement to seats was explored. The 

seat frame itself was not a concern 

because it was primarily made of 

aluminum and incorporated only small 

amounts of non-metallic materials (for 

example, a food-tray table and armrest 

closeout). The FAA determined that the 

overall effect on survivability was 

negligible, whether or not these panels 

met the heat-release and smokeemission requirements. The 

requirements therefore did not address 

seats, and the preambles to both Notice 

of Proposed Rule Making (NPRM) 85–10 

and the final rule (Amendment 25–61) 

specifically note that they were 

excluded ‘‘. . . because the recently 

adopted standards for flammability of 

seat cushions will greatly inhibit 

involvement of the seats’’ in their postcrash fire. 

In the late 1990s, when it became 

clear that seat designs were evolving to 

include large non-metallic panels with 

surface area that would impact 

survivability during a cabin-fire event 

compared to partitions or galleys, the 

FAA issued Policy Memorandum 97– 

112–39. This memo noted that large 

surface-area panels must comply with 

heat-release and smoke-emission 

requirements, even if they were attached 

to a seat. If the FAA had not issued such 

policy, seat designs would have been an 

exception to the airworthiness 

standards, which could result in an 

unacceptable decrease in survivability 

during a cabin-fire event. 

Definition of ‘‘Large, Non-Traditional, 

Non-Metallic panel’’ 

A large, non-traditional panel, in this 

case, is defined as a panel with exposedsurface areas greater than 1.5 square feet 

installed per seat place. The panel may 

consist of either a single component or 

multiple components in a concentrated 

area. Examples of non-traditional areas 

include, but are not limited to, seat 

backs, bottoms and leg/foot rests, kick 

panels, back shells, and associated 

furniture. Examples of traditional, 

exempted areas include, but are not 

limited to, arm caps, armrest close-outs, 

and items such as end-bays and center 

consoles, food trays, video monitors, 

and shrouds. 

Clarification of ‘‘Exposed’’ 

‘‘Exposed’’ is considered to include 

those panels directly exposed to the 

passenger cabin in the traditional sense, 

plus those panels enveloped, such as by 

a dress cover. Traditional fabrics or 

leathers currently used on seats are 

excluded from the special conditions. 

These materials must still comply with 

§ 25.853(a) and (c) if used as a covering 

for a seat cushion, or § 25.853(a) if 

installed elsewhere on the seat. Large, 

non-metallic panels covered with 

traditional fabrics or leathers will be 

tested without their coverings or 

covering attachments. 

Due to the way the aircraft industry 

manufactures seats and airplanes, the 

FAA recognizes that seat procurement is 

a long lead-time process. The FAA also 

recognizes that airplane operators value 

fleet commonality when buying airplane 

seats. However, special conditions, by 

definition, apply to the novel product 

and become effective on or shortly after 

their Federal Register publication date. 

The FAA has determined the 

applicability of these special conditions 

to be focused on new-seat certification 

programs. Because of the unique nature 

of the seats with non-traditional, large, 

non-metallic panels, the FAA has 

developed a unique definition of ‘‘newseat certification program’’ and of 

‘‘previously certified.’’ This latter 

definition is unique because it has to be 

made at the seat type-design level, not 

at the aircraft type-design level. 

In the context of this special 

condition only, not to be extended to 

other areas of aircraft certification for 

the reasons stated above, the FAA 

defines ‘‘new seat certification program’’ 

and ‘‘previously certified’’ as follows: 

New-Seat Certification Program 

Seats presented for new-installation 

certification, and that are newly 

designed and manufactured, must 

comply with the special conditions. 

Any modification (change) to an 

existing or new non-traditional large 

non-metallic panel on a seat would be 

considered a new program, and all nontraditional panels on the seat would 

need to comply with the special 

conditions. 

Previously Certified 

Seats that have previously been 

designed, manufactured, and are in 

service or presented to go into service 

would not have to comply with this 

special condition, unless the large 

panels were being modified. 

Applicability 

As discussed above, these special 

conditions are applicable to the Boeing 

757–200 series airplane as modified by 

AAR Aircraft Services. Should AAR 

Aircraft Services apply at a later date for 

a supplemental type certificate to 

modify any other model included on 

Type Certificate No. A2NM to 

incorporate the same novel or unusual 

design feature, these special conditions 

would apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplane. It is not a rule of general 

applicability and affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

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, the FAA 

has determined that prior public notice 

and comment are unnecessary and 

impracticable, and good cause exists for 

adopting these special conditions upon 

publication in the Federal Register. 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. 


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73472 Federal Register / Vol. 79, No. 238 / Thursday, December 11, 2014 / Rules and Regulations 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the typecertification basis for Boeing Model 

757–200 airplanes modified by AAR 

Engineering Services: 

1. Compliance with 14 CFR part 25, 

Appendix F, parts IV and V, heat release 

and smoke emission, is required for 

seats that incorporate large, nontraditional, non-metallic panels that 

may either be a single component or 

multiple components in a concentrated 

area in their design. 

2. The applicant may designate up to 

and including 1.5 square feet of nontraditional, non-metallic panel material 

per seat place that does not have to 

comply with No. 1. A triple seat 

assembly may have a total of 4.5 square 

feet excluded on any portion of the 

assembly (e.g., outboard seat place 1 sq. 

ft., middle 1 sq. ft., and inboard 2.5 sq. 

ft.). 

3. Seats need not meet the test 

requirements of part 25 Appendix F, 

parts IV and V when installed in 

compartments that are not otherwise 

required to meet these requirements. 

Examples include: 

a. Airplanes with passenger capacities 

of 19 or fewer. 

b. Airplanes that do not have smoke 

emission and heat release in their 

certification basis and do not need to 

comply with the requirements of 14 CFR 

121.312. 

c. Airplanes exempted from heatrelease and smoke-emission 

requirements. 

4. Only airplanes associated with 

new-seat certification programs 

approved after the effective date of these 

special conditions will be affected by 

the requirements in these special 

conditions. Previously certificated 

interiors on the existing airplane fleet 

and follow-on deliveries of airplanes 

with previously certificated interiors are 

not affected. 

Issued in Renton, Washington, on 

November 13, 2014. 

Jeffrey E. Duven, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2014–29029 Filed 12–10–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 95 

[Docket No. 30994; Amdt. No. 517] 

IFR Altitudes; Miscellaneous 

Amendments 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This amendment adopts 

miscellaneous amendments to the 

required IFR (instrument flight rules) 

altitudes and changeover points for 

certain Federal airways, jet routes, or 

direct routes for which a minimum or 

maximum en route authorized IFR 

altitude is prescribed. This regulatory 

action is needed because of changes 

occurring in the National Airspace 

System. These changes are designed to 

provide for the safe and efficient use of 

the navigable airspace under instrument 

conditions in the affected areas. 

DATES: Effective Date: 0901 UTC, 

January 8, 2015. 

FOR FURTHER INFORMATION CONTACT: 

Harry Hodges, 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 95 of the Federal 

Aviation Regulations (14 CFR part 95) 

amends, suspends, or revokes IFR 

altitudes governing the operation of all 

aircraft in flight over a specified route 

or any portion of that route, as well as 

the changeover points (COPs) for 

Federal airways, jet routes, or direct 

routes as prescribed in part 95. 

The Rule 

The specified IFR altitudes, when 

used in conjunction with the prescribed 

changeover points for those routes, 

ensure navigation aid coverage that is 

adequate for safe flight operations and 

free of frequency interference. The 

reasons and circumstances that create 

the need for this amendment involve 

matters of flight safety and operational 

efficiency in the National Airspace 

System, are related to published 

aeronautical charts that are essential to 

the user, and provide for the safe and 

efficient use of the navigable airspace. 

In addition, those various reasons or 

circumstances require making this 

amendment effective before the next 

scheduled charting and publication date 

of the flight information to assure its 

timely availability to the user. The 

effective date of this amendment reflects 

those considerations. In view of the 

close and immediate relationship 

between these regulatory changes and 

safety in air commerce, I find that notice 

and public procedure before adopting 

this amendment are impracticable and 

contrary to the public interest and that 

good cause exists for making the 

amendment 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 95 

Airspace, Navigation (air). 

Issued in Washington, DC, on December 5, 

2014. 

John Duncan, 

Director, Flight Standards Service. 

Adoption of the Amendment 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, part 95 of the Federal 

Aviation Regulations (14 CFR part 95) is 

amended as follows effective at 0901 

UTC, January 8, 2015. 

■ 1. The authority citation for part 95 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40106, 

40113, 40114, 40120, 44502, 44514, 44719, 

44721. 

■ 2. Part 95 is amended to read as 

follows: 


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