100734 Federal Register / Vol. 89, No. 240 / Friday, December 13, 2024 / Rules and Regulations 

power off), must be signaled to the crew 

during flight. 

(e) Dispatch with known failure 

conditions. If the rotorcraft is to be 

dispatched in a known system failure 

condition that affects structural 

performance, or that affects the 

reliability of the remaining operational 

portion of the system to maintain 

structural performance, then the 

provisions of these special conditions 

must be met, including the provisions of 

paragraph (b) of these special conditions 

for the dispatched condition and 

paragraph (c) of these special conditions 

for subsequent failures. Expected 

operational limitations may be taken 

into account in establishing Pj as the 

probability of failure occurrence for 

determining the safety margin in figure 

1. Flight limitations and expected 

operational limitations may be taken 

into account in establishing Qj as the 

combined probability of being in the 

dispatched failure condition and the 

subsequent failure condition for the 

safety margins in figure 2. These 

limitations must be such that the 

probability of being in this combined 

failure state and then subsequently 

encountering limit load conditions is 

extremely improbable. No reduction in 

these safety margins is allowed if the 

subsequent system failure rate is greater 

than 10¥3 per flight hour. 

Issued in Kansas City, Missouri, on 

November 21, 2024. 

Patrick R. Mullen, 

Manager, Technical Policy Branch, Policy and 

Standards Division, Aircraft Certification 

Service. 

[FR Doc. 2024–27713 Filed 12–12–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2553; Project 

Identifier MCAI–2024–00674–T; Amendment 

39–22908; AD 2024–25–06] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Airbus SAS Model A318 series 

airplanes; Model A319–111, –112, –113, 

–114, –115, –131, –132, –133, –151N, 

–153N, and –171N airplanes; Model 

A320 series airplanes; and Model A321 

series airplanes. This AD was prompted 

by reports of jamming of, or inability to 

open, the main landing gear (MLG) door 

during maintenance operations. This 

AD requires repetitive inspection of the 

MLG doors, and, depending on findings, 

accomplishment of applicable corrective 

actions, and prohibits the installation of 

affected parts as specified in a European 

Union Aviation Safety Agency (EASA) 

AD, which is incorporated by reference. 

The FAA is issuing this AD to address 

the unsafe condition on these products. 

DATES: This AD is effective December 

30, 2024. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of December 30, 2024. 

The FAA must receive comments on 

this AD by January 27, 2025. 

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 

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. 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–2553; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, the mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

Material Incorporated by Reference: 

• For EASA material identified in this 

AD, contact EASA, Konrad-AdenauerUfer 3, 50668 Cologne, Germany; 

telephone +49 221 8999 000; email 

ADs@easa.europa.eu; website 

easa.europa.eu. You may find this 

material on the EASA website at 

ad.easa.europa.eu. 

• You may view this material at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available at regulations.gov 

under Docket No. FAA–2024–2553. 

FOR FURTHER INFORMATION CONTACT: 

Timothy P. Dowling, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; 

telephone 206–231–3667; email 

timothy.p.dowling@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written data, views, or arguments about 

this final rule. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2024–2553; Project Identifier MCAI– 

2024–00674–T’’ at the beginning of your 

comments. The most helpful comments 

reference a specific portion of the final 

rule, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend this final rule 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to 

regulations.gov, including any personal 

information you provide. The agency 

will also post a report summarizing each 

substantive verbal contact received 

about this final rule. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this AD contain 

commercial or financial information 

that is customarily treated as private, 

that you actually treat as private, and 

that is relevant or responsive to this AD, 

it is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and they 

will not be placed in the public docket 

of this AD. Submissions containing CBI 

should be sent to Timothy P. Dowling, 

Aviation Safety Engineer, FAA, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; telephone 206–231–3667; 

email timothy.p.dowling@faa.gov. Any 

commentary that the FAA receives 

which is not specifically designated as 

CBI will be placed in the public docket 

for this rulemaking. 

Background 

EASA, which is the Technical Agent 

for the Member States of the European 


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Union, has issued EASA AD 2024–0216, 

dated November 15, 2024 (EASA AD 

2024–0216) (also referred to as the 

MCAI), to correct an unsafe condition 

for all Airbus SAS Model A318 series 

airplanes; Model A319–111, –112, –113, 

–114, –115, –131, –132, –133, –151N, 

–153N, and –171N airplanes; Model 

A320–211, –212, –214, –215, –216, 

–231, –232, –233, –251N, –252N, 

–253N, –271N, –272N, and –273N 

airplanes; and Model A321 series 

airplanes. Model A320–215 airplanes 

are not certificated by the FAA and are 

not included on the U.S. type certificate 

data sheet; this AD therefore does not 

include those airplanes in the 

applicability. Model A321–253NY 

airplanes are not on the U.S. type 

certificate data sheet. However, the U.S. 

has certificated this model and plans to 

add it to the U.S. type certificate data 

sheet soon. Therefore, this AD includes 

Model A321–253NY airplanes. The 

MCAI states that occurrences were 

reported of jamming of, or inability to 

open, the MLG door during 

maintenance operations. Investigations 

identified that certain MLG door 

actuators may not have been assembled 

correctly. The FAA is issuing this AD to 

address this condition, which if not 

detected and corrected, could prevent 

the extension of the MLG, possibly 

resulting in significant damage to the 

airplane, and potentially causing a fire 

that will involve emergency evacuation 

of the passengers. You may examine the 

MCAI in the AD docket at 

regulations.gov under Docket No. FAA– 

2024–2553. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

EASA AD 2024–0216 specifies 

procedures for repetitive inspections for 

any discrepancy of each affected MLG 

door, replacing affected parts, and 

eventual replacement of all affected 

parts. The discrepancy is defined as any 

MLG door actuator that does not meet 

all the results specified in the table in 

paragraph 5.6.2.2 in the material 

referenced in EASA AD 2024–0216. 

EASA AD 2024–0216 also prohibits the 

installation of affected parts. This 

material is reasonably available because 

the interested parties have access to it 

through their normal course of business 

or by the means identified in the 

ADDRESSES section. 

FAA’s Determination 

This product has been approved by 

the aviation authority of another 

country and is approved for operation in 

the United States. Pursuant to the FAA’s 

bilateral agreement with this State of 

Design Authority, it has notified the 

FAA of the unsafe condition described 

in the MCAI referenced above. The FAA 

is issuing this AD after determining that 

the unsafe condition described 

previously is likely to exist or develop 

on other products of the same type 

design. 

Requirements of This AD 

This AD requires accomplishing the 

actions specified in EASA AD 2024– 

0216 described previously, except for 

any differences identified as exceptions 

in the regulatory text of this AD and 

except as discussed under ‘‘Differences 

Between This AD and the MCAI.’’ 

Explanation of Required Compliance 

Information 

In the FAA’s ongoing efforts to 

improve the efficiency of the AD 

process, the FAA developed a process to 

use some civil aviation authority (CAA) 

ADs as the primary source of 

information for compliance with 

requirements for corresponding FAA 

ADs. The FAA has been coordinating 

this process with manufacturers and 

CAAs. As a result, EASA AD 2024–0216 

is incorporated by reference in this AD. 

This AD requires compliance with 

EASA AD 2024–0216 in its entirety 

through that incorporation, except for 

any differences identified as exceptions 

in the regulatory text of this AD. Using 

common terms that are the same as the 

heading of a particular section in EASA 

AD 2024–0216 does not mean that 

operators need comply only with that 

section. For example, where the AD 

requirement refers to ‘‘all required 

actions and compliance times,’’ 

compliance with this AD requirement is 

not limited to the section titled 

‘‘Required Action(s) and Compliance 

Time(s)’’ in EASA AD 2024–0216. 

Material required by EASA AD 2024– 

0216 for compliance will be available at 

regulations.gov under Docket No. FAA– 

2024–2553 after this AD is published. 

Differences Between This AD and the 

MCAI 

Paragraph (3) of EASA AD 2024–0216 

specifies to replace each affected part 

with a serviceable part within 12 

months. The FAA is considering 

requiring this replacement. However, 

the planned compliance time for the 

replacement would allow enough time 

to provide notice and opportunity for 

prior public comment on the merits of 

the replacement, and the unsafe 

condition is being addressed through 

repetitive inspections. Therefore, this 

AD does not adopt the requirements of 

paragraph (3) of EASA AD 2024–0216. 

However, operators may still do this 

optional terminating replacement. 

Justification for Immediate Adoption 

and Determination of the Effective Date 

Section 553(b) of the Administrative 

Procedure Act (APA) (5 U.S.C. 551 et 

seq.) authorizes agencies to dispense 

with notice and comment procedures 

for rules when the agency, for ‘‘good 

cause,’’ finds that those procedures are 

‘‘impracticable, unnecessary, or contrary 

to the public interest.’’ Under this 

section, an agency, upon finding good 

cause, may issue a final rule without 

providing notice and seeking comment 

prior to issuance. Further, section 

553(d) of the APA authorizes agencies to 

make rules effective in less than thirty 

days, upon a finding of good cause. 

An unsafe condition exists that 

requires the immediate adoption of this 

AD without providing an opportunity 

for public comments prior to adoption. 

The FAA has found that the risk to the 

flying public justifies forgoing notice 

and comment prior to adoption of this 

rule because certain MLG door actuators 

may not have been assembled correctly. 

This condition, if not detected and 

corrected, could prevent the extension 

of the MLG, possibly resulting in 

significant damage to the airplane, and 

potentially causing a fire that will 

involve emergency evacuation of the 

passengers. Additionally, the 

compliance time in this AD is shorter 

than the time necessary for the public to 

comment and for publication of the final 

rule. Accordingly, notice and 

opportunity for prior public comment 

are impracticable and contrary to the 

public interest pursuant to 5 U.S.C. 

553(b). 

In addition, the FAA finds that good 

cause exists pursuant to 5 U.S.C. 553(d) 

for making this amendment effective in 

less than 30 days, for the same reasons 

the FAA found good cause to forgo 

notice and comment. 

Regulatory Flexibility Act (RFA) 

The requirements of the RFA do not 

apply when an agency finds good cause 

pursuant to 5 U.S.C. 553 to adopt a rule 

without prior notice and comment. 

Because the FAA has determined that it 

has good cause to adopt this rule 

without notice and comment, RFA 

analysis is not required. 

Costs of Compliance 

The FAA estimates that this AD 

affects 1,933 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 


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ESTIMATED COSTS FOR REQUIRED ACTIONS

Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

2 work-hours × $85 per hour = $170 .......................................................................................... $0 $170 $328,610 

ESTIMATED COSTS FOR OPTIONAL ACTIONS

Labor cost Parts cost Cost per product 

3 work-hours × $85 per hour = $255 .............................................................................................................. $9,324 $9,579 

The FAA estimates the following 

costs to do any necessary on-condition 

action that would be required based on 

the results of any required or optional 

actions. The FAA has no way of 

determining the number of aircraft that 

might need this on-condition action: 

ESTIMATED COSTS OF ON-CONDITION ACTIONS

Labor cost Parts cost Cost per product 

7 work-hours × $85 per hour = $595 .............................................................................................................. $9,324 $9,919 

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. 

The FAA is 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 

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 this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

and 

(2) Will not affect intrastate aviation 

in Alaska. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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 FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2024–25–06 Airbus S.A.S: Amendment 39– 

22908; Docket No. FAA–2024–2553; 

Project Identifier MCAI–2024–00674–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective December 30, 2024. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Airbus SAS 

airplanes, certificated in any category, as 

identified in paragraphs (c)(1) through (4) of 

this AD. 

(1) Model A318–111, –112, –121, and –122 

airplanes. 

(2) Model A319–111, –112, –113, –114, 

–115, –131, –132, –133, –151N, –153N, and 

–171N airplanes. 

(3) Model A320–211, –212, –214, –216, 

–231, –232, –233, –251N, –252N, –253N, 

–271N, –272N, and –273N airplanes. 

(4) Model A321–111, –112, –131, –211, 

–212, –213, –231, –232, –251N, –252N, 

–253N, –271N, –272N, –251NX, –252NX, 

–253NX,–253NY, –271NX, and –272NX 

airplanes. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing Gear. 

(e) Unsafe Condition 

This AD was prompted by reports of 

jamming of, or inability to open, the main 

landing gear (MLG) door during maintenance 

operations. Investigations identified that 

certain MLG door actuators may not have 

been assembled correctly. The FAA is issuing 

this AD to address this condition, which if 

not detected and corrected, could prevent the 

extension of the MLG, possibly resulting in 

significant damage to the airplane, and 

potentially causing a fire that will involve 

emergency evacuation of the passengers. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Requirements 

Except as specified in paragraphs (h) and 

(i) of this AD: Comply with all required 

actions and compliance times specified in, 

and in accordance with, European Union 

Aviation Safety Agency (EASA) AD 2024– 

0216, dated November 15, 2024 (EASA AD 

2024–0216). 

(h) Exceptions to EASA AD 2024–0216 

(1) Where EASA AD 2024–0216 refers to its 

effective date, this AD requires using the 

effective date of this AD. 

(2) This AD does not adopt the ‘‘Remarks’’ 

section of EASA AD 2024–0216. 

(3) Where EASA AD 2024–0216 defines a 

serviceable part as an ‘‘MLG actuator, eligible 

for installation in accordance with Airbus 

instructions, which is not an affected part,’’ 

this AD requires replacing that text with 


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Federal Register / Vol. 89, No. 240 / Friday, December 13, 2024 / Rules and Regulations 100737 

‘‘MLG actuator, eligible for installation, 

which is not an affected part.’’ 

(4) Where paragraph (1) of EASA AD 2024– 

0216 specifies to accomplish an inspection 

‘‘in accordance with the instructions of the 

AOT’’ this AD requires replacing that text 

with ‘‘in accordance with step 5.6.2 of the 

instructions of the AOT.’’ 

(5) Where paragraph (2) of EASA AD 2024– 

0216 states ‘‘any discrepancy on an affected 

MLG door is detected, as defined in the 

AOT’’ this AD requires replacing the text 

with a ‘‘any MLG door actuator that does not 

meet all the results specified in the table in 

paragraph 5.6.2.2 in the referenced AOT is 

detected’’. 

(6) This AD does not adopt the 

requirements specified in paragraph (3) of 

EASA AD 2024–0216. 

(i) No Reporting or Return of Parts 

Requirement 

Although the material referenced in EASA 

AD 2024–0216 specifies to submit certain 

information and send removed parts to the 

manufacturer, this AD does not include that 

requirement. 

(j) Additional AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Validation Branch, 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 

responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the International Validation 

Branch, send it to the attention of the person 

identified in paragraph (k) of this AD and 

email to: AMOC@faa.gov. Before using any 

approved AMOC, notify your appropriate 

principal inspector, or lacking a principal 

inspector, the manager of the responsible 

Flight Standards Office. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain instructions 

from a manufacturer, the instructions must 

be accomplished using a method approved 

by the Manager, International Validation 

Branch, FAA; or EASA; or Airbus SAS’s 

EASA Design Organization Approval (DOA). 

If approved by the DOA, the approval must 

include the DOA-authorized signature. 

(3) Required for Compliance (RC): Except 

as required by paragraph (j)(2) of this AD, if 

any material contains procedures or tests that 

are identified as RC, those procedures and 

tests must be done to comply with this AD; 

any procedures or tests that are not identified 

as RC are recommended. Those procedures 

and tests that are not identified as RC may 

be deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the 

procedures and tests identified as RC can be 

done and the airplane can be put back in an 

airworthy condition. Any substitutions or 

changes to procedures or tests identified as 

RC require approval of an AMOC. 

(k) Additional Information 

For more information about this AD, 

contact Timothy P. Dowling, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, Suite 

410, Westbury, NY 11590; telephone 206– 

231–3667; email timothy.p.dowling@faa.gov. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the material listed in this paragraph 

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

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless this AD specifies otherwise. 

(i) European Union Aviation Safety Agency 

(EASA) AD 2024–0216, dated November 15, 

2024. 

(ii) [Reserved] 

(3) For EASA material identified in this 

AD, contact EASA, Konrad-Adenauer-Ufer 3, 

50668 Cologne, Germany; telephone +49 221 

8999 000; email ADs@easa.europa.eu; 

website easa.europa.eu. You may find this 

material on the EASA website at 

ad.easa.europa.eu. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or email fr.inspection@nara.gov. 

Issued on December 5, 2024. 

Suzanne Masterson, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2024–29539 Filed 12–11–24; 4:15 pm] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2024–2084; Airspace 

Docket No. 24–AGL–14] 

RIN 2120–AA66 

Establishment of Class E Airspace; 

Zeeland, MI 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action establishes Class 

E airspace at Zeeland, MI. This action is 

due to the development of new public 

instrument procedures at the Ottawa 

Executive Airport, Zeeland, MI, and to 

support instrument flight rule (IFR) 

operations. 

DATES: Effective 0901 UTC, April 17, 

2025. 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 JO 7400.11 and publication of 

conforming amendments. 

ADDRESSES: A copy of the Notice of 

Proposed Rulemaking (NPRM), all 

comments received, this final rule, and 

all background material may be viewed 

online at www.regulations.gov using the 

FAA Docket number. Electronic 

retrieval help and guidelines are 

available on the website. It is available 

24 hours each day, 365 days each year. 

FAA Order JO 7400.11J, Airspace 

Designations and Reporting Points, and 

subsequent amendments can be viewed 

online at www.faa.gov/air_traffic/ 

publications/. You may also contact the 

Rules and Regulations Group, Office of 

Policy, Federal Aviation 

Administration, 800 Independence 

Avenue SW, Washington, DC 20591; 

telephone: (202) 267–8783. 

FOR FURTHER INFORMATION CONTACT: 

Rebecca Shelby, Federal Aviation 

Administration, Operations Support 

Group, Central Service Center, 10101 

Hillwood Parkway, Fort Worth, TX 

76177; telephone (817) 222–5857. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

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. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority as it establishes 

the Class E airspace extending upward 

from 700 feet above the surface at 

Ottawa Executive Airport, Zeeland, MI, 

to support IFR operations at this airport. 

History 

The FAA published an NPRM for 

Docket No. FAA–2024–2084 in the 

Federal Register (89 FR 68376; August 

26, 2024) proposing to establish Class E 

airspace at Zeeland, MI. Interested 

parties were invited to participate in 

this rulemaking effort by submitting 

written comments on the proposal to the 

FAA. Two comments were received by 

the end of the comment period October 

10, 2024. One of the anonymous 

commenters stated their support for the 


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