51754 Federal Register / Vol. 65, No. 166 / Friday, August 25, 2000 / Rules and Regulations

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000–NM–277–AD.’’

The postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from 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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–11826 (65 FR

44977, July 20, 2000), and by adding a

new airworthiness directive (AD),

amendment 39–11877, to read as

follows:

2000–17–51 Boeing: Amendment 39–11877.

Docket 2000–NM–277–AD. Supersedes

AD 2000–13–51, Amendment 39–11826.

Applicability: Model 737–200 and –300

series airplanes equipped with a main deck

cargo door installed in accordance with

Supplemental Type Certificate (STC)

SA2969SO, certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 (b) 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, unless

accomplished previously.

To detect and correct cracking of the lower

portion of the main deck cargo door frames,

which could result in sudden

depressurization, loss or opening of the main

deck cargo door during flight, and loss of

control of the airplane, accomplish the

following:

One-Time Inspection and Corrective Action,

If Necessary

(a) Within 7 days after the effective date of

this AD, perform a one-time high frequency

eddy current inspection to detect cracks of

the lower frames and reinforcing angles of

the main deck cargo door where the door

latch fittings attach between fuselage station

(FS) 361.87 and FS 498.12 and water line

(WL) 202.35 and WL 213.00, in accordance

with the inspection procedures specified in

paragraph 3.D.(1) of the Accomplishment

Instructions of Pemco Service Bulletin 737–

52–0037, including Attachment 1, dated

August 10, 2000. If any crack is detected,

prior to further flight, replace the cracked

part with a new part having the same part

number, in accordance with paragraph

3.D.(2) of the Accomplishment Instructions

of the service bulletin.

Alternative Methods of Compliance

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Atlanta

Aircraft Certification Office (ACO), FAA.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

Special Flight Permits

(c) 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.

Incorporation by Reference

(d) The actions shall be done in accordance

with Pemco Service Bulletin 737–52–0037,

including Attachment 1, dated August 10,

2000. 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 Pemco World Air Services, 100 Pemco

Drive, Dothan, AL 36303. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Atlanta Aircraft

Certification Office, One Crown Center, 1895

Phoenix Boulevard, Suite 450, Atlanta,

Georgia; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Effective Date

(e) This amendment becomes effective on

August 30, 2000, to all persons except those

persons to whom it was made immediately

effective by emergency AD 2000–17–51,

issued on August 14, 2000, which contained

the requirements of this amendment.

Issued in Renton, Washington, on August

18, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–21614 Filed 8–24–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–289–AD; Amendment

39–11879; AD 2000–17–05]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767–200, –300, and –300F Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 767–

200, –300, and –300F series airplanes.

This action requires a functional check

of the shear rivets in all six elevator

power control actuator (PCA) bellcrank

assemblies to determine the condition of

the shear rivets, and replacement or

rework of the bellcrank assemblies, if

Federal Register / Vol. 65, No. 166 / Friday, August 25, 2000 / Rules and Regulations 51755

necessary. This action is necessary to

detect and correct any failed or partially

yielded shear rivets of the elevator PCA

bellcrank assemblies. Failure of two

bellcrank assemblies on one side can

result in that single elevator surface

moving to a hardover position

independent of pilot command resulting

in a significant pitch upset recoverable

by the crew. Failure of three bellcrank

assemblies on one side may result in

loss of controllability of the airplane.

This action is intended to address the

identified unsafe condition.

DATES: Effective September 11, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of September

11, 2000.

Comments for inclusion in the Rules

Docket must be received on or before

October 24, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000 NM

289–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays. Comments may be

submitted via fax to (425) 227–1232.

Comments may also be sent via the

Internet using the following address: 9-

anm-iarcomment@faa.gov. Comments

sent via fax or the Internet must contain

‘‘Docket No. 2000–NM–289–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Kenneth Fairhurst, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130S, FAA, Transport Airplane

Directorate, Seattle Aircraft Certification

Office, 1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–1118; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports that elevator

bellcrank assemblies with failed shear

rivets have been found on three Boeing

Model 767 series airplanes. On one

airplane, the failed shear rivets were

found in both the left inboard and left

center power control actuator (PCA)

bellcrank assemblies. Investigation

revealed that the left center PCA had

been replaced two weeks earlier. The

bellcrank shear rivets are designed to

shear if a jam occurs and an input of

approximately 50 pounds above normal

feel forces is applied to the elevator

system.

Further testing by the manufacturer

revealed that the single system

hydraulic test of the elevator, which is

mandated by a Certification

Maintenance Requirement, may not

detect failed shear rivets in an elevator

bellcrank assembly. Failure of two

bellcrank assemblies on one side can

result in that single elevator surface

moving to a hardover position

independent of pilot command resulting

in a significant pitch upset recoverable

by the crew. Failure of three bellcrank

assemblies on one side may result in

loss of controllability of the airplane.

The FAA has received no factual

information that indicates that this

incident is related to an accident that

occurred off the coast of Massachusetts

involving a Boeing Model 767 series

airplane. The cause of that accident is

still under investigation.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 767–

27A0166, dated August 17, 2000. That

alert service bulletin describes

procedures for a functional check of the

shear rivets on all six elevator PCA

bellcrank assemblies to determine the

condition of the shear rivets. (The

functional check entails, in part,

inserting a pin into the center of the

shear rivets and measuring the

penetration depth of the pin.) The alert

service bulletin also describes eventual

replacement of the bellcrank assemblies

with new or serviceable bellcrank

assemblies if the penetration depth of

the pin is 0.35 inch or more, but less

than 0.50 inch; and, prior to further

flight, rework or replacement of the

bellcrank assemblies with new or

serviceable bellcrank assemblies if the

penetration depth of the pin is less than

0.35 inch. The alert service bulletin

specifies repeating the functional check

after any installation of a new or

serviceable bellcrank assembly to ensure

that the reworked or new bellcrank

assembly is still in good condition after

installation. Additionally, the alert

service bulletin specifies that, if one or

more bellcrank shear rivets have a

penetration depth of the pin of less than

0.50 inch, the operator should send a

report (provided in the alert service

bulletin) to the manufacturer.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other Boeing Model 767

series airplanes of the same type design,

this AD is being issued to detect and

correct any failed or partially yielded

shear rivets of the PCA elevator

bellcrank assembly. Failure of two

bellcrank assemblies on one side can

result in that single elevator surface

moving to a hardover position

independent of pilot command resulting

in a significant pitch upset recoverable

by the crew. Failure of three bellcrank

assemblies on one side may result in

loss of controllability of the airplane,

which could result in an elevator

hardover and consequent reduced

controllability or loss of controllability

of the airplane. Except as described

below, the actions are required to be

accomplished in accordance with the

alert service bulletin described

previously.

Differences Between Proposed Rule and

Service Bulletin

Operator should note that where

requirements appear in this final rule

that are different from the Boeing alert

service bulletin, this AD prevails.

Operators should note that, although

the alert service bulletin requests that

operators send the completed PCA

Elevator Bellcrank Assembly Shear

Rivet Inspection Report (provided in the

alert service bulletin) to the

manufacturer, this AD requires that the

report be sent to the FAA.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

51756 Federal Register / Vol. 65, No. 166 / Friday, August 25, 2000 / Rules and Regulations

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the AD is being requested.

• Include justification (e.g., reasons or

data) for each request.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000–NM–289–AD.’’

The postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from 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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2000–17–05 Boeing: Amendment 39–11879.

Docket 2000–NM–289–AD.

Applicability: Model 767–200, –300, and

–300F series airplanes, with Line Numbers 1

through 800 inclusive; 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 (c) 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, unless

accomplished previously.

To detect and correct any failed or partially

yielded shear rivets of the elevator power

control actuator (PCA) bellcrank assembly,

which could result in (1) failure of two

bellcrank assemblies on one side of the

airplane and consequent movement of the

single elevator to a hardover position

independent of pilot command, resulting in

a significant pitch upset recoverable by the

crew; or (2) failure of three bellcrank

assemblies on one side and consequent loss

of controllability of the airplane; accomplish

the following:

(a) Within 30 days after the effective date

of this AD, perform a functional check of one

shear rivet in all six elevator PCA bellcrank

assemblies to determine the condition of the

shear rivets; in accordance with Paragraph 3,

Accomplishment Instructions, of Boeing

Alert Service Bulletin 767–27A0166, dated

August 17, 2000.

(1) If all penetration depths when

measured per Figure 2 of the alert service

bulletin are 0.50 inch or more, no further

action is required by this AD.

(2) If any penetration depth when

measured per Figure 2 of the alert service

bulletin is 0.35 inch or more, but less than

0.50 inch, rework or replace the bellcrank

assembly with a new or serviceable bellcrank

assembly within 400 flight hours after

accomplishing the functional check. After

installation of a new or serviceable bellcrank

assembly, prior to further flight, repeat the

functional check of all the bellcrank

assemblies to make sure the rivets are still in

good condition (as specified in the alert

service bulletin) after installation, in

accordance with Figure 2 of the alert service

bulletin.

(3) If any penetration depth when

measured per Figure 2 of the alert service

bulletin is less than 0.35 inch, prior to further

flight, rework or replace the bellcrank

assembly with a new or serviceable bellcrank

assembly. After installation of a new or

serviceable bellcrank assembly, and prior to

further flight, repeat the functional check of

all the bellcrank assemblies to make sure the

rivets are still in good (as specified in the

alert service bulletin) condition after

installation, in accordance with Figure 2 of

the alert service bulletin.

(b) If one or more bellcrank shear rivets

have a measured penetration depth of less

than 0.50 inch, within 10 days after

performing the initial functional check

required by paragraph (a) of this AD: Submit

a copy of the completed PCA Elevator

Bellcrank Shear Rivet Inspection Report, as

provided in Boeing Alert Service Bulletin

767–27A0166, dated August 17, 2000, to the

following address: Manager, Seattle Aircraft

Certification Office (ACO), FAA, Transport

Airplane Directorate, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056; fax

(425) 227–1181.

Alternative Methods of Compliance

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Seattle

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

Note 2: 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

(d) Special flight permits may be issued in

accordance with §§ 21.197 and 21.199 of the

Federal Aviation Regulations (14 CFR 21.197

Federal Register / Vol. 65, No. 166 / Friday, August 25, 2000 / Rules and Regulations 51757

and 21.199) to operate the airplane to a

location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(e) Except as provided by paragraph (b) of

this AD, the actions shall be done in

accordance with Boeing Alert Service

Bulletin 767–27A0166, dated August 17,

2000. 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 Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(f) This amendment becomes effective on

September 11, 2000.

Issued in Renton, Washington, on August

18, 2000.

John J. Hickey,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 00–21616 Filed 8–24–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–AGL–18]

Modification of Class E Airspace;

Frankfort, MI

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action modifies Class E

airspace at Frankfort, MI. An Area

Navigation (RNAV) Standard Instrument

Approach Procedure (SIAP) to Runway

(Rwy) 15, and an RNAV SIAP to Rwy

33, have been developed for Frankfort

Dow Memorial Airport. Controlled

airspace extending upward from 700

feet or more above the surface of the

earth is needed to contain aircraft

executing these approaches. This action

increases the radius of the existing

controlled airspace for Frankfort Dow

Memorial Airport.

EFFECTIVE DATE: 0901 UTC, November

30, 2000.

FOR FURTHER INFORMATION CONTACT:

Denis C. Burke, Air Traffic Division,

Airspace Branch, AGL–520, Federal

Aviation Administration, 2300 East

Devon Avenue, Des Plaines, Illinois

60018; telephone (847) 294–7568.

SUPPLEMENTARY INFORMATION:

History

On Friday, June 16, 2000, the FAA

proposed to amend 14 CFR part 71 to

modify Class E airspace at Frankfort, MI

(65 FR 37727). The proposal was to

modify controlled airspace extending

upward from 700 feet above the surface

to contain Instrument Flight Rules (IFR)

operations in controlled airspace during

portions of the terminal operation and

while transiting between the enroute

and terminal environments.

Interested parties were invited to

participate in this rulemaking

proceeding by submitting written

comments on the proposal to the FAA.

No comments objecting to the proposal

were received. Class E airspace areas

extending upward from 700 feet or more

above the surface of the earth are

published in paragraph 6005 of FAA

Order 7400.9G dated September 1, 1999,

and effective September 16, 1999, which

is incorporated by reference in 14 CFR

71.1. The Class E airspace designations

listed in this document will be

published subsequently in the Order.

The Rule

This amendment to 14 CFR part 71

modifies Class E airspace at Frankfort,

MI, to accommodate aircraft executing

instrument flight procedures into and

out of Frankfort Dow Memorial Airport.

The area will be depicted on

appropriate aeronautical charts.

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. Therefore, this regulation—(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.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of the Amendment

In consideration of the foregoing, the

Federal Aviation Administration

amends 14 CFR part 71 as follows:

PART 71—DESIGNATION OF CLASS A,

CLASS B, CLASS C, CLASS D, AND

CLASS E AIRSPACE AREAS;

AIRWAYS; ROUTES; AND REPORTING

POINTS

1. The authority citation for part 71

continues to read as follows:

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

40120; E.O. 10854, 24 FR 95665, 3 CFR,

1959–1963 Comp., p. 389.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9G, Airspace

Designations and Reporting Points,

dated September 1, 1999, and effective

September 16, 1999, is amended as

follows:

* * * * *

Paragraph 6005 Class E airspace areas

extending upward from 700 feet or more

above the surface of the earth.

* * * * *

AGL MI E5 Frankfort, MI [Revised]

Frankfort Dow Memorial Airport, MI

(Lat. 44°37′30′′ N., long. 86°12′02′′ W.)

That airspace extending upward from 700

feet above the surface within a 6.4-mile

radius of the Frankfort Dow Memorial

Airport.

* * * * *

Issued in Des Plaines, Illinois on August 7,

2000.

Christopher R. Blum,

Manager, Air Traffic Division.

[FR Doc. 00–21814 Filed 8–24–00; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–AGL–19]

Establishment of Class E Airspace;

Soldiers Grove, WI

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action establishes Class

E airspace at Soldiers Grove, WI. A

Global Positioning System (GPS)

Standard Instrument Approach

Procedure (SIAP) to Runway (Rwy) 11,

and a GPS SIAP to Rwy 29, have been

developed for Leeward Farm Airport.

Controlled airspace extending upward

from 700 fee or more above the surface

of the earth is needed to contain aircraft

executing these approaches. This action

creates controlled airspace for Leeward

Farm Airport.