33012 Federal Register / Vol. 78, No. 106 / Monday, June 3, 2013 / Proposed Rules 

certificate holding district office. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: A federal 

agency may not conduct or sponsor, and a 

person is not required to respond to, nor 

shall a person be subject to a penalty for 

failure to comply with a collection of 

information subject to the requirements of 

the Paperwork Reduction Act unless that 

collection of information displays a current 

valid OMB Control Number. The OMB 

Control Number for this information 

collection is 2120 0056. Public reporting for 

this collection of information is estimated to 

be approximately 5 minutes per response, 

including the time for reviewing instructions, 

completing and reviewing the collection of 

information. All responses to this collection 

of information are mandatory. Comments 

concerning the accuracy of this burden and 

suggestions for reducing the burden should 

be directed to the FAA at: 800 Independence 

Ave. SW., Washington, DC 20591, Attn: 

Information Collection Clearance Officer, 

AES–200. 

(k) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency (EASA) 

Airworthiness Directive 2012–0256, dated 

December 3, 2012; and Saab Service Bulletin 

340–27–105, Revision 01, dated August 31, 

2012; for related information. 

(2) For service information identified in 

this AD, contact Saab AB, Saab Aeronautics, 

SE–581 88, Linko ̈ping, Sweden; telephone 

+46 13 18 5591; fax +46 13 18 4874; email 

saab340techsupport@saabgroup.com; 

Internet http://www.saabgroup.com. You 

may review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on May 22, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–13006 Filed 5–31–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0461; Directorate 

Identifier 2012–NM–169–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede an 

existing airworthiness directive (AD) 

that applies to certain The Boeing 

Company Model 747–100, 747–100B, 

747–100B SUD, 747–200B, 747–200C, 

747–200F, 747–300, 747–400, 747SR, 

and 747SP series airplanes. The existing 

AD currently requires repetitive 

inspections for skin cracks at the shear 

tie end fastener locations of the fuselage 

frames, and repairing cracks if 

necessary. Since we issued that AD, 

additional cracking has been found on 

an airplane not affected by the existing 

AD. This proposed AD would also 

require repetitively inspecting for skin 

cracks next to the shear tie on airplanes 

with certain existing repair doublers, 

and corrective actions if necessary. This 

proposed AD would also revise the 

applicability to include additional 

airplanes. We are proposing this AD to 

detect and correct fatigue cracks in the 

fuselage skin that can propagate and 

grow, and result in reduced structural 

integrity and sudden decompression of 

the airplane in flight. 

DATES: We must receive comments on 

this proposed AD by July 18, 2013. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue SE., Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206– 

766–5680; Internet https:// 

www.myboeingfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue 

SW., Renton, Washington. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Roger Caldwell, Aerospace Engineer, 

Technical Operations Center, ANM– 

100D, FAA, Denver Aircraft 

Certification Office (ACO), 26805 East 

68th Avenue, Room 214, Denver, 

Colorado 80249–6361; phone: 303–342– 

1086; fax: 303–342–1088; email: 

roger.caldwell@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2013–0461; Directorate Identifier 

2012–NM–169–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On February 27, 2009, we issued AD 

2009–06–02, Amendment 39–15838 (74 

FR 11013, March 16, 2009), for certain 

The Boeing Company Model 747–100, 

747–100B, 747–100B SUD, 747–200B, 

747–200C, 747–200F, 747–300, 747– 

400, 747SR, and 747SP series airplanes. 


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That AD requires inspecting for skin 

cracks at the shear tie end fastener 

locations of the fuselage frames, and 

repairing cracks if necessary. That AD 

resulted from a widespread fatigue 

damage (WFD) assessment of Model 747 

airplanes. We issued that AD to detect 

and correct cracks in the fuselage skin 

that can propagate and grow, resulting 

in a loss of structural integrity and 

sudden decompression of the airplane 

during flight. 

WFD Program 

Structural fatigue damage is 

progressive. It begins as minute cracks, 

and those cracks grow under the action 

of repeated stresses. This can happen 

because of normal operational 

conditions and design attributes, or 

because of isolated situations or 

incidents such as material defects, poor 

fabrication quality, or corrosion pits, 

dings, or scratches. Fatigue damage can 

occur locally, in small areas or 

structural design details, or globally. 

Global fatigue damage is general 

degradation of large areas of structure 

with similar structural details and stress 

levels. Multiple-site damage is global 

damage that occurs in a large structural 

element such as a single rivet line of a 

lap splice joining two large skin panels. 

Global damage can also occur in 

multiple elements such as adjacent 

frames or stringers. Multiple-sitedamage and multiple-element-damage 

cracks are typically too small initially to 

be reliably detected with normal 

inspection methods. Without 

intervention, these cracks will grow, 

and eventually compromise the 

structural integrity of the airplane, in a 

condition known as widespread fatigue 

damage (WFD). As an airplane ages, 

WFD will likely occur, and will 

certainly occur if the airplane is 

operated long enough without any 

intervention. 

The FAA’s WFD final rule (75 FR 

69746, November 15, 2010) became 

effective on January 14, 2011. The WFD 

rule requires certain actions to prevent 

structural failure due to WFD 

throughout the operational life of 

certain existing transport category 

airplanes and all of these airplanes that 

will be certificated in the future. For 

existing and future airplanes subject to 

the WFD rule, the rule requires that 

design approval holders (DAHs) and 

applicants establish a limit of validity 

(LOV) of the engineering data that 

support the structural maintenance 

program. Operators affected by the WFD 

rule may not fly an airplane beyond its 

LOV, unless an extended LOV is 

approved. 

The WFD rule does not require 

identifying and developing maintenance 

actions if the DAHs can show that such 

actions are not necessary to prevent 

WFD before the airplane reaches the 

LOV. Many LOVs, however, do depend 

on accomplishment of future 

maintenance actions. As stated in the 

WFD rule, any maintenance actions 

necessary to reach the LOV will be 

mandated by airworthiness directives 

through separate rulemaking actions. 

In the context of WFD, this action is 

necessary to enable DAHs to propose 

LOVs that allow operators the longest 

operational lives for their airplanes, and 

still ensure that WFD will not occur. 

This approach allows for an 

implementation strategy that provides 

flexibility to DAHs in determining the 

timing of service information 

development (with FAA approval), 

while providing operators with certainty 

regarding the LOV applicable to their 

airplanes. 

Fuselage frame shear ties, located 

between longitudinal stringers, are an 

integral part of the load-bearing airframe 

structure. Cracks in the skin at fuselage 

frame shear tie end fastener locations, if 

not corrected, could result in cracks in 

the fuselage skin, which can propagate 

and become large, and result in loss of 

structural integrity and sudden 

decompression of the airplane in flight. 

Actions Since Existing AD (AD 2009– 

06–02, Amendment 39–15838 (74 FR 

11013, March 16, 2009)) Was Issued 

Since we issued AD 2009–06–02, 

Amendment 39–15838 (74 FR 11013, 

March 16, 2009), we have received a 

report indicating that three skin cracks 

were found on one airplane at fastener 

holes common to the station (STA) 540 

frame shear tie between stringer 23L and 

stringer 25L. The affected airplane had 

T-shaped shear ties in the area of the 

inspection required by AD 2009–06–02, 

but was not included in the 

applicability. Based on the reports of 

cracks in T-shaped shear ties, we have 

determined that the unsafe condition 

may exist on additional airplanes, 

including airplane line numbers 758 

through 1419 inclusive (except large 

cargo freighter airplanes). 

It has also been determined that postrepair inspections of certain existing 

repair doublers are necessary. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 747–53A2682, Revision 1, 

dated May 24, 2012. For information on 

the procedures and compliance times, 

see this service information at http:// 

www.regulations.gov by searching for 

Docket No. FAA–2013–0461. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

Although this proposed AD does not 

explicitly restate the requirements of AD 

2009–06–02, Amendment 39–15838 (74 

FR 11013, March 16, 2009), this 

proposed AD would retain all of the 

requirements of AD 2009–06–02. Those 

requirements are referenced in the 

service information identified 

previously, which, in turn, is referenced 

in paragraph (g) of this proposed AD. 

This proposed AD would also require 

repetitively inspecting for skin cracks 

next to the shear tie on airplanes with 

certain existing doublers, and corrective 

action if necessary. This proposed AD 

would also revise the applicability to 

include additional airplanes. This 

proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously. 

This proposed AD would also require 

that requests for approval of alternative 

methods of compliance (AMOCs) be 

directed to the Seattle Aircraft 

Certification Office. 

The phrase ‘‘corrective actions’’ is 

used in this proposed AD. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Difference Between Proposed AD and 

Service Information 

The service bulletin specifies to 

contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Costs of Compliance 

We estimate that this proposed AD 

affects 234 airplanes of U.S. registry. We 

estimate the following costs to comply 

with this proposed AD: 


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ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspection ......... 30 or 49 work-hours (depending on inspection) × 

$85 per hour = $2,550 or $4,165 per inspection 

cycle.

$0 $2,550 or $4,165 per inspection cycle.Up to $974,610 per inspection cycle. 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition actions 

specified in this proposed AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by 

removing airworthiness directive (AD) 

2009–06–02, Amendment 39–15838 (74 

FR 11013, March 16, 2009), and adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2013–0461; Directorate Identifier 2012– 

NM–169–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by July 18, 2013. 

(b) Affected ADs 

This AD supersedes AD 2009–06–02, 

Amendment 39–15838 (74 FR 11013, March 

16, 2009). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 747–100, 747–100B, 747–100B SUD, 

747–200B, 747–200C, 747–200F, 747–300, 

747–400, 747–400D, 747–400F, 747SR, and 

747SP series airplanes, as identified in 

Boeing Alert Service Bulletin 747–53A2682, 

Revision 1, dated May 24, 2012. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder (DAH) indicating 

that certain fuselage frame shear ties are 

subject to widespread fatigue damage (WFD). 

The actions were developed to support the 

airplane’s limit of validity (LOV) of the 

engineering data that support the established 

structural maintenance program. We are 

issuing this AD to detect and correct fatigue 

cracks in the fuselage skin that can propagate 

and grow, and result in reduced structural 

integrity and sudden decompression of the 

airplane in flight. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Inspections 

At the applicable compliance time 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2682, 

Revision 1, dated May 24, 2012, except as 

provided by paragraphs (i)(1) and (i)(2) of 

this AD, do an external detailed or high 

frequency eddy current (HFEC) inspection for 

skin cracks at specified shear tie end fastener 

locations of the fuselage frames, and do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 747–53A2682, 

Revision 1, dated May 24, 2012, except as 

required by paragraph (i)(3) of this AD. Do all 

applicable corrective actions before further 

flight. Repeat the external detailed or HFEC 

inspection thereafter at the applicable time 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2682, 

Revision 1, dated May 24, 2012. 

(h) Post-Repair Inspections 

For any external repair doubler in the 

inspection area specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2682, Revision 1, 

dated May 24, 2012, that has an upper or 

lower fastener row that is common to a shear 

tie end fastener: At the applicable time 

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

AD, whichever occurs later, do an internal 

HFEC inspection for cracks in the skin next 

to the shear tie, and do all applicable 

corrective actions, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 747–53A2682, Revision 1, 

dated May 24, 2012, except as required by 

paragraph (i)(3) of this AD. Do all corrective 

actions before further flight. Repeat the 

external detailed inspection thereafter at the 

time specified in Table 4 or Table 5 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 747–53A2682, 

Revision 1, dated May 24, 2012, as 

applicable. 

(1) Before further flight after an inspection 

required by paragraph (g) of this AD. 

(2) Within 2,000 flight cycles after the 

effective date of this AD. 

(i) Service Information Clarifications and 

Exceptions 

(1) Paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 747–53A2682, 

Revision 1, dated May 24, 2012, specifies 

certain compliance times in terms of the 

effective date of AD 2009–06–02, 


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Amendment 39–15838 (74 FR 11013, March 

16, 2009). The effective date of AD 2009–06– 

02 is April 20, 2009. 

(2) Where paragraph 1.E. of Boeing Alert 

Service Bulletin 747–53A2682, Revision 1, 

dated May 24, 2012, specifies counting the 

compliance time ‘‘after the revision 1 date of 

this service bulletin,’’ this AD requires 

compliance within the applicable time after 

the effective date of this AD. 

(3) Where Boeing Alert Service Bulletin 

747–53A2682, Revision 1, dated May 24, 

2012, specifies to contact Boeing for repair 

instructions, this AD requires repair before 

further flight using a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(j) Credit for Previous Actions 

This paragraph provides credit for the 

actions specified in paragraph (g) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Alert 

Service Bulletin 747–53A2682, dated May 8, 

2008. 

(k) Special Flight Permit 

Special flight permits, as described in 

Section 21.197 and Section 21.199 of the 

Federal Aviation Regulations (14 CFR 21.197 

and 21.199), are not allowed. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (m)(2) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(m) Related Information 

(1) For more information about this AD, 

contact Roger Caldwell, Aerospace Engineer, 

Technical Operations Center, ANM–100D, 

FAA, Denver ACO, 26805 East 68th Avenue, 

Room 214, Denver, Colorado 80249–6361; 

phone: 303–342–1086; fax: 303–342–1088; 

email: roger.caldwell@faa.gov. 

(2) For information about AMOCs, contact 

Bill Ashforth, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle ACO, 1601 

Lind Avenue SW., Renton, Washington 

98057–3356; phone: 425–917–6432; fax: 425– 

917–6590; email: bill.ashforth@faa.gov. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https:// 

www.myboeingfleet.com. You may review 

copies of the referenced service information 

at the FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, Washington. 

For information on the availability of this 

material at the FAA, call 425–227–1221. 

Issued in Renton, Washington, on May 22, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–13002 Filed 5–31–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2013–0136; Airspace 

Docket No. 13–ASW–4] 

Proposed Amendment of Class D 

Airspace; Waco, TX, and 

Establishment of Class D Airspace; 

Waco, TSTC-Waco Airport, TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

amend Class D airspace at Waco, TX, by 

separating the Class D airspace at Waco 

Regional Airport from the Class D 

airspace at TSTC-Waco Airport. The 

FAA is taking this action to alleviate 

multiple air traffic controllers handling 

the same airspace and for the safety and 

management of Instrument Flight Rules 

(IFR) operations for standard instrument 

approach procedures at the airport. The 

geographic coordinates for Waco 

Regional Airport also would be 

adjusted. 

DATES: Comments must be received on 

or before July 18, 2013. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, 1200 

New Jersey Avenue SE., West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001. You must 

identify the docket number FAA–2013– 

0136/Airspace Docket No. 13–ASW–4, 

at the beginning of your comments. You 

may also submit comments through the 

Internet at http://www.regulations.gov. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office between 

9:00 a.m. and 5:00 p.m., Monday 

through Friday, except Federal holidays. 

The Docket Office (telephone 1–800– 

647–5527), is on the ground floor of the 

building at the above address. 

FOR FURTHER INFORMATION CONTACT: 

Scott Enander, Central Service Center, 

Operations Support Group, Federal 

Aviation Administration, Southwest 

Region, 2601 Meacham Blvd., Fort 

Worth, TX 76137; telephone: (817) 321– 

7716. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments, as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers and be submitted in 

triplicate to the address listed above. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this notice must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket No. FAA–2013–0136/Airspace 

Docket No. 13–ASW–4.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded through the 

Internet at http://www.regulations.gov. 

Recently published rulemaking 

documents can also be accessed through 

the FAA’s Web page at http:// 

www.faa.gov/airports_airtraffic/ 

air_traffic/publications/ 

airspace_amendments/. 

You may review the public docket 

containing the proposal, any comments 

received and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9:00 a.m. and 

5:00 p.m., Monday through Friday, 

except Federal holidays. An informal 

docket may also be examined during 

normal business hours at the office of 

the Central Service Center, 2601 

Meacham Blvd., Fort Worth, TX 76137. 

Persons interested in being placed on 

a mailing list for future NPRMs should 


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