Federal Register / Vol. 65, No. 222 / Thursday, November 16, 2000 / Rules and Regulations 69239

6The following breed associations and their

record systems have been approved by the

Department: Jefatura de Cria Caballar Registro

Matricula for Spain; Weatherby’s Ltd. for the United

Kingdom and Ireland; Haras du Pain for France; and

Direktorium fu ̈r Vollblutzucht und Rennen e.v. for

Germany.

specifically approved by the

Department 6 and certified by the breed

association to be current, true, and

factual for the following information:

(1) Identification of the horse by

name, sex, age, breed, and all

identifying marks;

(2) Identification of all premises

where the horse has been since reaching

731 days of age and the dates that the

horse was at such premises;

(3) For thoroughbred horses, that none

of the premises where the horse has

been since reaching 731 days of age are

breeding premises; and

(4) For Spanish Pure Breed horses

from Spain, that since reaching 731 days

of age:

(i) The horse has never been on a

premises that is exclusively a breeding

premises;

(ii) The horse has never been bred;

(iii) Breeding of the horse has never

been attempted; and

(iv) The horse has never been

commingled and left unattended with

adult horses of the opposite sex;

* * * * *

Done in Washington, DC, this 9th day of

November 2000.

Craig A. Reed,

Administrator, Animal and Plant Health

Inspection Service.

[FR Doc. 00–29365 Filed 11–15–00; 8:45 am]

BILLING CODE 3410–34–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–325–AD; Amendment

39–11948; AD 2000–22–02 R1]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This document corrects

information in an existing airworthiness

directive (AD) that applies to all Boeing

Model 737 series airplanes. That AD

supersedes AD 99–05–15, amendment

39–11063, to require revising the FAAapproved Airplane Flight Manual

(AFM) procedure in the existing AD to

simplify the instructions for correcting a

jammed or restricted flight control

condition. This document corrects the

format for certain AFM material

described in that AD. This correction is

necessary to ensure that the flightcrew

is aware of certain critical recall items

in the AFM procedure that are necessary

to address a condition involving a

jammed or restricted rudder.

DATES: Effective November 13, 2000.

FOR FURTHER INFORMATION CONTACT:

Steve O’Neal, Aerospace Engineer,

Flight Test Branch, ANM–160S, Seattle

Aircraft Certification Office, FAA, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2699;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: On

October 20, 2000, the Federal Aviation

Administration (FAA) issued AD 2000–

22–02, amendment 39–11948 (65 FR

64134, October 26, 2000), which applies

to all Boeing Model 737 series airplanes.

That AD supersedes AD 96–26–07,

amendment 39–9871 (62 FR 15, January

2, 1997), to require revising the FAAapproved Airplane Flight Manual

(AFM) procedure in the existing AD to

simplify the instructions for correcting a

jammed or restricted flight control

condition. That AD was prompted by an

FAA determination that the procedure

currently inserted in the AFM by the

existing AD is not defined adequately.

The actions required by that AD are

intended to ensure that the flight crew

is advised of the procedures necessary

to address a condition involving a

jammed or restricted rudder.

Need for the Correction

Information obtained recently by the

FAA indicates that certain AFM

material described in AD 2000–22–02

was incorrectly formatted.

The FAA has determined that a

correction to the published format of the

AFM procedure specified in paragraph

(b) of that AD is necessary. The

procedure contains critical recall

(memory) items. The first two

procedural steps, which call for

disengagement of the autopilot and

autothrottle, and their associated text,

are recall items. In standard operational

materials, recall items are indicated to

the flight crew by specifying the

information in a text box. Any

duplication of this procedure in

operational documentation must reflect

the recall nature of these items.

Therefore, paragraph (b) of this AD has

been revised to reference Figure 1 of this

AD, which contains the correct format

in order to emphasize these recall items.

The correction will ensure that the

flightcrew is aware of the critical recall

items in the AFM procedure described

in that AD that are necessary to address

a condition involving a jammed or

restricted rudder.

Correction of Publication

This document corrects the error and

correctly adds the AD as an amendment

to § 39.13 of the Federal Aviation

Regulations (14 CFR 39.13).

The AD is reprinted in its entirety for

the convenience of affected operators.

The effective date of the AD remains

November 13, 2000.

Since this action only corrects a

formatting error, it has no adverse

economic impact and imposes no

additional burden on any person.

Therefore, the FAA has determined that

notice and public procedures are

unnecessary.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

Adoption of the Correction

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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Corrected]

2. Section 39.13 is amended by

correctly adding the following

airworthiness directive (AD):

2000–22–02 R1 Boeing: Amendment 39–

11948. Docket 2000–NM–325–AD.

Applicability: All Model 737 series

airplanes, certificated in any category.

Compliance: Required as indicated, unless

accomplished previously.

To ensure that the flight crew is advised of

the procedures necessary to address a

condition involving a jammed or restricted

rudder, accomplish the following:

Restatement of Certain Requirements of AD

96–26–07

(a) Within 30 days after January 17, 1997

(the effective date of AD 96–26–07,

amendment 39–9871): Revise the Emergency

Procedures Section of the FAA-approved

Airplane Flight Manual (AFM) to include the

following recall item, which will enable the

flight crew to take appropriate action to

maintain control of the airplane during an

uncommanded yaw or roll condition. This

may be accomplished by inserting a copy of

this AD in the AFM.

‘‘UNCOMMANDED YAW OR ROLL

RECALL

69240 Federal Register / Vol. 65, No. 222 / Thursday, November 16, 2000 / Rules and Regulations

Maintain control of the airplane with all

available flight controls. If roll is

uncontrollable, immediately reduce angle

of attack and increase airspeed. Do not

attempt to maintain altitude until control

is recovered. If engaged, disconnect

autopilot and autothrottle.’’

New Requirements of This AD

(b) Within 30 days after the effective date

of this AD: Revise the Normal Procedures

Section of the FAA-approved AFM for Model

737–100 and –200 series airplanes or the

Non-Normal Procedures Section of the FAAapproved AFM for Model 737–300, –400,

–500, –600, –700, and –800 series airplanes,

as applicable, to include the procedure

specified in Figure 1 of this AD. This may be

accomplished by inserting a copy of this AD

in the AFM and removing the existing copy

(inserted as required by AD 96–26–07),

entitled ‘‘Jammed Flight Controls.’’

Federal Register / Vol. 65, No. 222 / Thursday, November 16, 2000 / Rules and Regulations 69241

69242 Federal Register / Vol. 65, No. 222 / Thursday, November 16, 2000 / Rules and Regulations

(c) It is acceptable to modify the format of

the above procedure to reflect the format

used by individual carriers. However, the

procedural sequence, memory items, and/or

associated text may not be modified, except

by submitting a request for an alternative

method of compliance (AMOC) as specified

in paragraph (d) of this AD.

Alternative Methods of Compliance

(d) An AMOC or adjustment of the

compliance time that provides an acceptable

level of safety may be used if approved by

the Manager, Seattle Aircraft Certification

Office (ACO), FAA. Operators shall submit

their requests through an appropriate FAA

Principal Operations Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

Note 1: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(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 AD

can be accomplished.

Effective Date

(f) The effective date of this amendment

remains November 13, 2000.

Issued in Renton, Washington, on

November 9, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–29403 Filed 11–15–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 97

[Docket No. 30214; Amdt. No. 2021]

Standard Instrument Approach

Procedures; Miscellaneous

Amendments

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment establishes,

amends, suspends, or revokes Standard

Instrument Approach Procedures

(SIAP’s) for operations at certain

airports. These regulatory actions are

needed because of the adoption of new

or revised criteria, or because of changes

occurring in the National Airspace

System, such as the commissioning of

new navigational facilities, addition of

new obstacles, or changes in air traffic

requirements. These changes are

designed to provide safe and efficient

use of the navigable airspace and to

promote safe flight operations under

instrument flight rules at the affected

airports.

DATES: An effective date for each SIAP

is specified in the amendatory

provisions.

Incorporation by reference—approved

by the Director of the Federal Register

on December 31, 1980, and reapproved

as of January 1, 1982.

ADDRESSES: Availability of matters

incorporated by reference in the

amendment is as follows:

For Examination—

1. FAA Rules Docket, FAA

Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591;

2. The FAA Regional Office of the

region in which the affected airport is

located; or

3. The National Flight Procedures

Office (NFPO) at the Mike Monroney

Aeronautical Center in Oklahoma City,

OK, which originated the SIAP.

For Purchase—Individual SIAP

copies may be obtained from:

1. FAA Public Inquiry Center (APA–

200), FAA Headquarters Building, 800

Independence Avenue, SW.,

Washington, DC 20591; or

2. The FAA Regional Office of the

region in which the affected airport is

located.

By Subscription—Copies of all SIAP’s,

mailed once every 2 weeks, are for sale

by the Superintendent of Documents,

U.S. Government Printing Office,

Washington, DC 20402.

FOR FURTHER INFORMATION CONTACT:

Donald P. Pate, 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 97 of the Federal

Aviation Regulations (14 CFR part 97)

establishes, amends, suspends, or

revokes SIAP’s. The complete regulatory

description of each SIAP is contained in

official FAA form documents which are

incorporated by reference in this

amendment under 5 U.S.C. 552(a), 1

CFR part 51, and § 14 CFR 97.20 of the

Federal Aviation Regulations (FAR).

The applicable FAA Form is identified

as FAA Form 8260–3. Materials

incorporated by reference are available

for examination or purchase as stated

above.

The large number of SIAP’s, their

complex nature, and the need for a

special format make their verbatim

publication in the Federal Register

expensive and impractical. Further,

airmen do not use the regulatory text of

the SIAPs, but refer to their graphic

depiction on charts printed by

publishers of aeronautical materials.

Thus, the advantages of incorporation

by reference are realized and

publication of the complete description

of each SIAP contained in FAA form

documents is unnecessary. The

provisions of this amendment state the

affected CFR sections, with the types

and effective dates of the SIAPs. This

amendment also identifies the airport,

its location, the procedure identification

and the amendment number.

The Rule

This amendment to part 97 is effective

upon publication of each separate SIAP

as contained in the transmittal. The

SIAP’s contained in this amendment are

based on the criteria contained in the

United States Standard for Terminal

Instrument Procedures (TERPS). In

developing these SIAPs, the TERPS

criteria were applied to the conditions

existing or anticipated at the affected

airports.

The FAA has determined through

extensive analysis that current SIAP’s

intended for use by Area Navigation

(RNAV) equipped aircraft can be flown

by aircraft utilizing various types of

navigational equipment. The techniques

used to code these SIAP’s into the

equipment data base impacts the

usability of the procedure when

activated. This amendment provides for

the revision of the name/title of existing

RNAV procedures to ensure coding

techniques make the procedure fully

available to the user. In consideration of

the above, those SIAP’s currently

designated as ‘‘RNAV’’ will be

redesignated as ‘‘RNAV (GPS)’’ without

otherwise reviewing or modifying the

SIAP’s.

Because of the close and immediate

relationship between these SIAP’s and

safety in air commerce, I find that notice

and public procedure before adopting

these SIAPs are impracticable and

contrary to the public interest and,

where applicable, that good cause exists

for making some SIAPs 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