68434 Federal Register / Vol. 71, No. 227 / Monday, November 27, 2006 / Rules and Regulations 

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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2006–24–04 Boeing: Amendment 39–14833. 

Docket No. FAA–2006–24814; 

Directorate Identifier 2006–NM–093–AD. 

Effective Date 

(a) This AD becomes effective January 2, 

2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Boeing Model 

767–200, –300, –300F, and –400ER series 

airplanes, certificated in any category. 

Unsafe Condition 

(d) This AD results from fatigue cracks 

found in the forward outer chord and 

horizontal inner chord at station (STA) 

1809.5. We are issuing this AD to detect and 

correct cracking in the bulkhead structure at 

STA 1809.5, which could result in failure of 

the bulkhead structure for carrying the flight 

loads of the horizontal stabilizer, and 

consequent loss of controllability of the 

airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Repetitive Inspections and Corrective 

Actions 

(f) Before the accumulation of 15,000 total 

flight cycles, or within 3,000 flight cycles 

after the effective date of this AD, whichever 

is later: Do the detailed and high frequency 

eddy current (HFEC) inspections for cracking 

as specified in Parts 1, 2, 3, and 4 of the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 767–53A0131, dated 

March 30, 2006; and do all corrective actions 

before further flight; by accomplishing all the 

actions specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0131, dated March 30, 2006, except 

as provided by paragraph (g) of this AD. 

Repeat the inspections thereafter at intervals 

not to exceed 6,000 flight cycles. 

Accomplishing the corrective action for the 

inspections specified in Part 1, 2, 3, or 4 of 

the service bulletin, as applicable, terminates 

the repetitive inspections for that area only. 

Exception to Service Bulletin 

(g) If any cracking is found in the skin or 

in any structure other than the forward outer 

chord or horizontal inner chord, during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 767–53A0131, dated 

March 30, 2006, specifies to contact Boeing 

for appropriate action: Before further flight, 

repair the cracking using a method approved 

in accordance with the procedures specified 

in paragraph (j) of this AD. 

Optional Terminating Action 

(h) If no cracking is found during the most 

recent detailed and HFEC inspections for a 

specified area as required by paragraph (f) of 

this AD: Modification of a specified area 

according to a method approved by the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, terminates the repetitive 

inspections required by paragraph (f) of this 

AD for that area only. For a forward outer 

chord, one approved method is 

accomplishment of the actions in Steps 4.A 

through 4.C and 4.G through 4.P of Repair 9, 

dated April 15, 2006, of Chapter 53–80–08 of 

the Boeing 767–200 Structural Repair Manual 

(SRM), Document D634T201; Boeing 767–

300 SRM, Document D634T210; Boeing 767–

300F SRM, Document D634T215; or Boeing 

767–400 SRM, Document D634T225; as 

applicable. For a horizontal inner chord, one 

approved method is accomplishment of the 

actions in Steps 4.A, 4.B, and 4.F through 4.P 

of Repair 10, dated April 15, 2006, of Chapter 

53–80–08 of the Boeing 767–200 SRM, 

Document D634T201; Boeing 767–300 SRM, 

Document D634T210; Boeing 767–300F SRM, 

Document D634T215; or Boeing 767–400 

SRM, Document D634T225; as applicable. 

Credit for Previously Accomplished Repairs 

(i) Repair of a forward outer chord done 

before the effective date of this AD in 

accordance with Repair 9, dated April 15, 

2006, of Chapter 53–80–08 of the Boeing 

767–200 SRM, Document D634T201; Boeing 

767–300 SRM, Document D634T210; Boeing 

767–300F SRM, Document D634T215; or 

Boeing 767–400 SRM, Document D634T225; 

as applicable; is acceptable for compliance 

with the requirements of paragraph (f) of this 

AD for that area only. Repair of a horizontal 

inner chord before the effective date of this 

AD in accordance with Repair 10, dated 

April 15, 2006, of Chapter 53–80–08 of the 

Boeing 767–200 SRM, Document D634T201; 

Boeing 767–300 SRM, Document D634T210; 

Boeing 767–300F SRM, Document D634T215; 

or Boeing 767–400 SRM, Document 

D634T225; as applicable; is acceptable for 

compliance with the requirements of 

paragraph (f) of this AD for that area only. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, Seattle ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested in accordance with the 

procedures found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards 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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization, who 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. 

Material Incorporated by Reference 

(k) You must use Boeing Alert Service 

Bulletin 767–53A0131, dated March 30, 

2006, to perform the actions that are required 

by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference of this document in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Contact Boeing Commercial Airplanes, P.O. 

Box 3707, Seattle, Washington 98124–2207, 

for a copy of this service information. You 

may review copies at the Docket Management 

Facility, U.S. Department of Transportation, 

400 Seventh Street, SW., Room PL–401, 

Nassif Building, Washington, DC; on the 

Internet at http://dms.dot.gov; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at the NARA, 

call (202) 741–6030, or go to http:// 

www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Renton, Washington, on 

November 9, 2006. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E6–19797 Filed 11–24–06; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–26388; Directorate 

Identifier 2006–NM–234–AD; Amendment 

39–14834; AD 2006–24–05] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 747 airplanes. This AD 

requires repetitive inspections for any 

cracking of the fuselage skin in section 

41 of the airplane, and related 

investigative and corrective actions if 

necessary. This AD results from a report 

of fatigue cracks found in the skin in 

section 41 of the fuselage, on an inservice Model 747 airplane. We are 

issuing this AD to detect and correct 

fatigue cracks at the fastener rows of the 

fuselage skin in section 41, which could 


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join together and cause a loss of 

structural integrity and rapid 

decompression of the airplane. 

DATES: This AD becomes effective 

December 12, 2006. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of December 12, 2006. 

We must receive comments on this 

AD by January 26, 2007. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD. 

• DOT Docket Web site: go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

Room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6437; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have received a report indicating 

that fatigue cracks were found in the 

skin in section 41 of the fuselage, on an 

in-service Model 747 airplane. A 10- 

inch skin crack and numerous smaller 

skin cracks in multiple adjacent fastener 

rows were found immediately aft of the 

left number 1 main entry door. The 

cracks occurred less than 7,000 flight 

cycles after the terminating action 

required by AD 2006–20–02, (described 

below), had been done. The fatigue 

cracks are the result of cyclic loading 

during cabin pressurization and depressurization. Skin cracks at the 

fastener rows in section 41 of the 

fuselage, if not detected and corrected in 

a timely manner, could join together 

and result in a loss of structural 

integrity and rapid decompression of 

the airplane. 

Related AD 

On September 14, 2006, we issued AD 

2006–20–02, amendment 39–14771 (71 

FR 56861, September 28, 2006) (which 

superseded AD 96–23–02, amendment 

39–9807 (61 FR 57991, November 12, 

1996)), for certain Boeing Model 747 

airplanes. That AD requires inspections 

to detect disbonding, corrosion, and 

cracking at the longitudinal rows of 

fasteners in the bonded skin panels in 

section 41 of the fuselage, and repair, if 

necessary. That AD also requires 

inspections of airplanes that may have 

Alodine-coated rivets installed. That AD 

resulted from a report of cracking 

discovered in a skin lap joint that was 

previously inspected using the eddy 

current method. We issued that AD to 

prevent rapid decompression of the 

airplane due to disbonding and 

subsequent cracking of the skin panels. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 747–53A2675, dated 

October 12, 2006. The alert service 

bulletin describes procedures for 

repetitive inspections for any cracking 

of the fuselage skin in section 41 of the 

airplane, reports of inspection findings 

to Boeing, and related investigative and 

corrective actions if necessary. 

Repetitive inspections for any cracking 

of the fuselage skin includes using 

surface high-frequency eddy current 

(HFEC) inspections or, as a short-term 

alternative to surface HFEC inspections, 

external detailed inspections of the skin 

panel around fastener heads; and openhole HFEC inspections or, as a shortterm alternative to open-hole HFEC 

inspections, external surface lowfrequency eddy current (LFEC) 

inspections of the skin at the edge row 

fasteners common to an external 

doubler and a bonded internal doubler. 

Related investigative and corrective 

actions may involve using a surface 

HFEC, or an open-hole HFEC 

inspection, as applicable, on all the 

affected fuselage skin in section 41; and 

repairing any crack damage as given in 

the applicable Boeing 747 Structural 

Repair Manual, or by contacting Boeing 

for repair data. 

The alert service bulletin also 

specifies the following initial 

compliance times for the inspections: 

Within 150 flight cycles after the date 

on the alert service bulletin; before the 

accumulation of 8,000 total flight cycles; 

or within 2,000 flight cycles after the 

last HFEC inspection, Method 1 

(external Ultrasonic) or Method 2 

(internal detailed) disbond inspection as 

given in Boeing Alert Service Bulletin 

747–53A2409 (which is referenced in 

AD 2006–20–02 as the appropriate 

source of service information for doing 

the actions for that AD); whichever 

occurs last. The inspections must be 

repeated at intervals not to exceed 2,000 

flight cycles for the HFEC inspections, 

and not to exceed 150 flight cycles for 

the alternative detailed and LFEC 

inspections that are also not to be 

repeated more than nine times before 

the applicable HFEC inspection is 

started. 

FAA’s Determination and Requirements 

of this AD 

The unsafe condition described 

previously is likely to exist or develop 

on other airplanes of the same type 

design. For this reason, we are issuing 

this AD to detect and correct fatigue 

cracks at fastener rows, which could 

join together and cause a loss of 

structural integrity and rapid 

decompression of the airplane. This AD 

requires accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Difference Between 

the AD and the Alert Service Bulletin.’’

The AD also requires sending the 

inspection results of each inspection to 

the manufacturer. 

Difference Between the AD and the 

Alert Service Bulletin 

The alert service bulletin specifies 

that you may contact the manufacturer 

for instructions on how to repair certain 

conditions, but this AD requires you to 

repair those conditions in one of the 

following ways: 

• Using a method that we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by an 

Authorized Representative for the 

Boeing Delegation Option Authorization 

Organization who has been authorized 

by the FAA to make those findings. 

Interim Action 

This is considered to be interim 

action. The manufacturer has advised 

that it currently is developing a new 

inspection program that will expand the 

size of the inspection area and add 

repetitive inspections that will address 

the unsafe condition addressed by this 

AD and AD 2006–20–02. Once this new 

inspection program is developed, 

approved, and available, we may 

consider additional rulemaking. 

FAA’s Determination of the Effective 

Date 

Since an unsafe condition exists that 

requires the immediate adoption of this 

AD, we have found that notice and 

opportunity for public comment before 


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issuing this AD are impracticable, and 

that good cause exists to make this AD 

effective in less than 30 days. 

Comments Invited 

This AD is a final rule that involves 

requirements that affect flight safety and 

was not preceded by notice and an 

opportunity for public comment; 

however, we invite you to submit any 

relevant written data, views, or 

arguments regarding this AD. Send your 

comments to an address listed in the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2006–26388; Directorate Identifier 

2006-NM–234-AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of the AD that might suggest a 

need to modify it. 

We will post all comments we 

receive, without change, to http:// 

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this AD. Using the 

search function of that Web site, anyone 

can find and read the comments in any 

of our dockets, including the name of 

the individual who sent the comment 

(or signed the comment on behalf of an 

association, business, labor union, etc.). 

You may review the DOT’s complete 

Privacy Act Statement in the Federal 

Register published on April 11, 2000 

(65 FR 19477–78), or you may visit 

http://dms.dot.gov. 

Examining the Docket 

You may examine the AD docket on 

the Internet at http://dms.dot.gov, or in 

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the Docket 

Management System receives them. 

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 AD will 

not have federalism implications under 

Executive Order 13132. This AD 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. 

For the reasons discussed above, I 

certify that the 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); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2006–24–05 Boeing: Amendment 39–14834. 

Docket No. FAA–2006–26388; 

Directorate Identifier 2006–NM–234–AD. 

Effective Date 

(a) This AD becomes effective December 

12, 2006. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing 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, certificated in any category; 

as identified in Boeing Alert Service Bulletin 

747–53A2675, dated October 12, 2006. 

Unsafe Condition 

(d) This AD results from a report that 

fatigue cracks were found in the skin in 

section 41 of the fuselage, on an in-service 

Model 747 airplane. We are issuing this AD 

to detect and correct fatigue cracks at the 

fastener rows of the fuselage skin in section 

41, which could join together and cause a 

loss of structural integrity and rapid 

decompression of the airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Repetitive Inspections, Investigative and 

Corrective Actions 

(f) At the applicable compliance time 

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

Boeing Alert Service Bulletin 747–53A2675, 

dated October 12, 2006, do the applicable 

inspection for any cracking of the fuselage 

skin in the section 41 area, and do all 

applicable related investigative and 

corrective actions, by accomplishing all the 

actions specified in the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

747–53A2675, dated October 12, 2006, 

except as provided by paragraphs (g) and (h) 

of this AD. Repeat the applicable inspection 

at intervals not to exceed those specified in 

paragraph 1.E. of the service bulletin. If any 

crack is found, do all applicable related 

investigative and corrective actions before 

further flight. 

(g) Where Boeing Alert Service Bulletin 

747–53A2675, dated October 12, 2006, 

recommends an initial inspection threshold 

relative to the date on the service bulletin, 

this AD requires the initial inspection 

threshold relative to the effective date of this 

AD. 

(h) If any crack is found during any 

inspection required by this AD, and Boeing 

Alert Service Bulletin 747–53A2675, dated 

October 12, 2006, specifies to contact Boeing 

for appropriate action: Before further flight, 

repair the cracking using a method approved 

in accordance with the procedures specified 

in paragraph (j) of this AD. 

Inspection Reports 

(i) Submit a report of the findings (both 

positive and negative) of the inspections 

required by paragraph (f) of this AD to Boeing 

Commercial Airplanes Group, Attention: 

Manager, Airline Support, P.O. Box 3707, 

Seattle, Washington 98124–2207, at the 

applicable time specified in paragraph (i)(1) 

or (i)(2) of this AD. The report must include 

the inspection results, a description of any 

discrepancies/crack found, the airplane serial 


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number, and the number of landings and 

flight hours on the airplane. Under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements contained in this AD and has 

assigned OMB Control Number 2120–0056. 

(1) For each inspection done after the 

effective date of this AD: Submit the report 

within 10 days after the inspection. 

(2) For each inspection accomplished prior 

to the effective date of this AD: Submit the 

report within 10 days after the effective date 

of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(j)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards 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 an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who 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. 

Material Incorporated by Reference 

(k) You must use Boeing Alert Service 

Bulletin 747–53A2675, dated October 12, 

2006, to perform the actions that are required 

by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference of this document in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. 

Contact Boeing Commercial Airplanes, P.O. 

Box 3707, Seattle, Washington 98124–2207, 

for a copy of this service information. You 

may review copies at the Docket Management 

Facility, U.S. Department of Transportation, 

400 Seventh Street SW., Room PL–401, 

Nassif Building, Washington, DC; on the 

Internet at http://dms.dot.gov; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at the NARA, 

call (202) 741–6030, or go to http:// 

www.archives.gov/federal_register/code_of_

federal_regulations/ibr_locations.html. 

Issued in Renton, Washington, on 

November 13, 2006. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E6–19805 Filed 11–24–06; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2006–26111; Airspace 

Docket No. 06–AAL–32] 

RIN 2120–AA66 

Amendment to Jet Route and Colored 

Federal Airways; Alaska 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends Jet Route 

510 (J–510), and Colored Federal 

Airways Amber 2 (A–2), Amber 15 (A–

15), and Green 8 (G–8), Alaska. 

Specifically, the FAA is re-designating 

J–510 as J–512 because of duplication 

with a Canadian Jet Route number, 

causing problems with the Flight Data 

processors during route validation at the 

Anchorage Air Route Traffic Control 

Center. Additionally, portions of A–2, 

and A–15, and G–8 are discontinuous 

between fixes, causing flight processing 

software problems, and will be redesignated. 

DATES: Effective Date: 0901 UTC, 

January 18, 2007. The Director of the 

Federal Register approves this 

incorporation by reference action under 

1 CFR part 51, subject to the annual 

revision of FAA Order 7400.9 and 

publication of conforming amendments. 

FOR FURTHER INFORMATION CONTACT: Ken 

McElroy, Airspace and Rules, Office of 

System Operations Airspace and AIM, 

Federal Aviation Administration, 800 

Independence Avenue, SW., 

Washington, DC 20591; telephone: (202) 

267–8783. 

SUPPLEMENTARY INFORMATION: 

Background 

Because of limitations in the Oceans 

21 Advanced Technologies and Oceanic 

Procedures (ATOP) system scheduled 

for operation at Anchorage Center, 

several route numbers were identified 

that were either duplicated in the 

National Airspace System or 

discontinuous between fixes. This rule 

is necessary to smooth the transition to 

ATOP at the Anchorage Center. 

Alaskan Jet Routes and Colored 

Federal airways are published in 

paragraph 2004 and 6009 of FAA Order 

7400.9P dated September 1, 2006, and 

effective September 15, 2006, which is 

incorporated by reference in 14 CFR 

71.1. The Federal Airways listed in this 

document will be published 

subsequently in the Order. 

The Rule 

This action amends Title 14 Code of 

Federal Regulations (14 CFR) part 71 by 

re-designating J–510 as J–512 because 

the J–510 designation is duplicated by a 

Canadian Jet Route and causes problems 

with the Flight Data processors during 

route validation at Anchorage Air Route 

Traffic Control Center. A–2, and A–15 

are discontinuous between the Delta 

Junction Non-directional Beacon (NDB) 

and the Chena NDB, which also causing 

flight processing software problems. 

They will be re-designated as A–9 and 

A–17 respectively. G–8 is discontinuous 

between Kachemak NDB and Campell 

Lake NDB and will be re-designated as 

G–11. The route number change will 

coincide with the effective date of this 

rulemaking action. 

Accordingly, this action merely 

involves editorial change in the route 

number of the legal description of a 

colored Federal airway, and does not 

involve a change in the dimensions or 

operating requirements of that airway, 

notice and public procedure under 5 

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

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 Department of 

Transportation (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, when 

promulgated, will not have a significant 

economic impact on a substantial 

number of small entities under the 

criteria of the Regulatory Flexibility Act. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with FAA 

Order 1050.1E, ‘‘Environmental 

Impacts: Polices and Procedures.’’ This 

airspace action is not expected to cause 

any potentially significant 

environmental impacts, and no 

extraordinary circumstances exist that 

warrant preparation of an 

environmental assessment. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 


sroberts on PROD1PC70 with RULES