Federal Register / Vol. 60, No. 89 / Tuesday, May 9, 1995 / Proposed Rules 24589

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, 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. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–3138 (23 FR

5506, February 9, 1978), and by adding

a new airworthiness directive (AD), to

read as follows:

British Aerospace Regional Aircraft Limited

(Formerly British Aerospace

Commercial Aircraft Limited, VickersArmstrongs Aircraft Limited): Docket

94–NM–135–AD. Supersedes AD 65–20–

04, Amendment 39–3138.

Applicability: All Model Viscount 744,

745D, and 810 airplanes, 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 use the authority

provided in paragraph (d) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition; or different

actions necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any airplane from

the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent reduced structural capability of

the fuselage pressure vessel, accomplish the

following:

(a) To operate the airplane for a maximum

of 30 years since the date of manufacture or

75,000 total landings, whichever occurs first,

accomplish the following:

(1) Perform visual, eddy current, dye

penetrant, and x-ray inspections in

accordance with Sections 2 through 10 of

British Aerospace Preliminary Technical

Leaflet (PTL) No. 221, Issue 10, dated May 1,

1994 (for Model Viscount 744 and 745D

airplanes); or PTL No. 94, Issue 10, dated

September 1, 1993 (for Model Viscount 810

airplanes); as applicable. Perform the initial

inspection at the later of the times specified

in paragraphs (a)(1)(i) and (a)(2)(ii) of this

AD. Thereafter, repeat these inspections at

the repetitive intervals specified in the

applicable PTL.

(i) Prior to the threshold specified in

Sections 2 through 10 of the applicable PTL;

or within the next repetitive inspection

specified in Sections 2 through 10 of the

applicable PTL following the immediately

preceding inspection accomplished in

accordance with PTL No. 221, Issue 4 (for

Model Viscount 744 and 745D airplanes), or

PTL No. 94, Issue 4 (for Model Viscount 810

airplanes); whichever occurs first. Or

(ii) Within 60 days after the effective date

of this AD.

(2) Install the modifications specified in

Sections 2 through 10 of British Aerospace

PTL No. 221, Issue 10, dated May 1, 1994 (for

Model Viscount 744 and 745D airplanes); or

PTL No. 94, Issue 10, dated September 1,

1993 (for Model Viscount 810 airplanes); as

applicable. Accomplish this installation at

the later of the times specified in paragraphs

(a)(2)(i) and (a)(2)(ii) of this AD.

(i) Prior to the accumulation of the number

of equivalent flights at 6.5 pounds per square

inch (psi) specified in the initial compliance

columns of Sections 2 through 10 of the

applicable PTL. Or

(ii) Within 60 days after the effective date

of this AD.

Note 2: The number of equivalent flights at

6.5 psi is determined by using the procedure

specified in Section 1, Part 6, Paragraph 6.6,

of PTL No. 221 or PTL No. 94, as applicable.

(3) Modify the components of the

pressurization system to reduce the cabin

pressure maximum pressure setting to 3.5

psi, in accordance with Section 1, Part 7,

Paragraph 7.5.2 of British Aerospace PTL No.

221, Issue 10, dated May 1, 1994 (for Model

Viscount 744 and 745D airplanes); or PTL

No. 94, Issue 10, dated September 1, 1993

(for Model Viscount 810 airplanes); as

applicable. Accomplish this modification at

the later of the times specified in paragraphs

(a)(3)(i) and (a)(3)(ii) of this AD.

(i) Prior to the accumulation of 25 years

since date of manufacture, or prior to the

accumulation of the number of flights

equivalent to 17,000 flights at 6.5 psi;

whichever occurs first. Or

(ii) Within 30 days after the effective date

of this AD.

(b) This paragraph is applicable only to

airplanes listed in British Aerospace PTL No.

320, Issue 3, dated October 1, 1993 (for

Model Viscount 744 and 745D airplanes);

and PTL No. 189, Issue 5, dated May 1, 1994

(for Model Viscount 810 airplanes). To

operate the airplane for a maximum of 45

years since date of manufacture or 75,000

total landings, whichever occurs first: Prior

to the accumulation of 30 years since date of

manufacture, or within 2 months after the

effective date of this AD, whichever occurs

later, perform the inspections, change the

inspection times, install the modifications,

and perform all other actions specified in the

applicable PTL.

(c) If any crack(s) or corrosion is found

during any inspection required by this AD,

prior to further flight, repair in accordance

with British Aerospace PTL No. 221, Issue

10, dated May 1, 1994 (for Model 744 and

745D airplanes), or PTL No. 94, Issue 10,

dated September 1, 1993 (for Model 810

airplanes).

(d) 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,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(e) Special flight permits may be issued in

accordance with sections 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.

Issued in Renton, Washington, on May 3,

1995.

James V. Devany,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–11357 Filed 5–8–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–107–AD]

Airworthiness Directives; British

Aerospace Model ATP Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Supplemental notice of

proposed rulemaking; reopening of

comment period.
24590 Federal Register / Vol. 60, No. 89 / Tuesday, May 9, 1995 / Proposed Rules

SUMMARY: This document revises an

earlier proposed airworthiness directive

(AD), which would have superseded an

existing AD that is applicable to all

British Aerospace Model ATP airplanes.

The existing AD currently requires

inspections to detect cracking of the aft

end of the wing rib boom angles on the

left and right engine, and repair or

replacement of the wing rib boom angle

assemblies, if necessary. The existing

AD was prompted by the detection of

cracks in the engine outboard rib boom

angles at the main landing gear (MLG)

actuator attachment point. Its required

actions are intended to prevent

structural failure of the actuator

attachment point, which could lead to

collapse of the MLG. The previously

proposed action would have limited the

applicability of the rule to certain

airplanes; revised the initial inspection

threshold for certain modified airplanes;

and would have required that modified

boom angles be installed whenever

replacement is necessary. This action

revises the proposed rule by correcting

the actions necessary to be

accomplished for one specific type of

cracking condition.

DATES: Comments must be received by

June 1, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 94–NM–

107–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.

The service information referenced in

the proposed rule may be obtained from

Jetstream Aircraft, Inc., P.O. Box 16029,

Dulles International Airport,

Washington, DC 20041–6029. This

information may be examined at the

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington.

FOR FURTHER INFORMATION CONTACT:

William Schroeder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2148.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed 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

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 94–NM–107–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

94–NM–107–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to add an airworthiness

directive (AD), applicable to certain

British Aerospace Model ATP airplanes,

was published as a notice of proposed

rulemaking (NPRM) in the Federal

Register on January 18, 1995 (60 FR

3581). That NPRM would have

superseded an existing airworthiness

directive (AD) that is applicable to all

British Aerospace Model ATP series

airplanes. The existing AD currently

requires inspections to detect cracking

of the aft end of the wing rib boom

angles on the left and right engine, and

repair or replacement of the wing rib

boom angle assemblies, if necessary.

The existing AD was prompted by the

detection of cracks in the engine

outboard rib boom angles at the main

landing gear (MLG) actuator attachment

point.

The NPRM proposed to limit the

applicability of the existing rule to only

a certain number of airplanes; revise the

initial inspection threshold, depending

on whether or not certain modifications

have been accomplished on the boom

angles; and require that modified boom

angles be installed whenever

replacement is necessary.

Since the issuance of that NPRM, the

FAA has recognized that one of the

corrective actions proposed for certain

cracking indications was incorrectly

stated.

Specifically, proposed paragraph (f)

describes the actions that are to be taken

if visual inspections reveal that one rib

boom angle is cracked, and the crack

extends beyond bolt hole Y or into bolt

hole A. For conditions of this type of

cracking, the NPRM proposed to require

that operators repeat the inspections of

the rib boom angle for additional crack

propagation at intervals of 50 hours

time-in-service. If no additional

cracking was detected during any of the

repetitive inspections, operators would

be required to repair the rib boom angle

or replace the rib boom angle assembly

within one month. However, if

additional cracking was detected,

operators would be required to repair or

replace prior to further flight.

Those proposed corrective actions

were inadvertently iterated in the

NPRM. They are incorrect and, as

stated, are unacceptable as corrective

action to address the described cracking

conditions. Additionally, they are at

variance with the corrective action

recommended by the manufacturer and

described in the service bulletin

referenced in the NPRM as the

appropriate source of service

information (i.e., British Aerospace

Service Bulletin ATP–57–13, Revision

5, dated June 3, 1994). Instead, the

action that must be taken to address

initial findings of the described cracking

is either the repair of the wing boom

angle or replacement of the wing boom

angle assembly, prior to further flight.

The FAA has determined that the

proposed rule must be revised to require

this specific corrective action.

Since this change expands the scope

of the originally proposed rule, the FAA

has determined that it is necessary to

reopen the comment period to provide

additional opportunity for public

comment.

The FAA estimates that 10 airplanes

of U.S. registry would be affected by this

proposed AD. The inspections that are

currently required by AD 93–14–08 take

approximately 2 work hours per

airplane to accomplish. The average

labor rate is $60 per work hour. Based

on these figures, the total cost impact of

the current inspection requirements AD

on U.S. operators is estimated to be

$1,200, or $120 per airplane, per

inspection cycle.

The total cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of
Federal Register / Vol. 60, No. 89 / Tuesday, May 9, 1995 / Proposed Rules 24591

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted. However,

since AD 93–14–08 became effective on

September 3, 1993, the FAA assumes

that at least the initial inspection

already has been performed on several

of the affected airplanes. Thus, the total

cost impact of this proposed AD may be

reduced by the amount of the costs

associated with those inspections that

have already been accomplished.

Additionally, since this proposed AD

would extend the compliance time for

the initial inspection of some airplanes,

it has the effect of reducing the

economic burden for operators of those

airplanes, since it would preclude

scheduling an airplane for inspections

at a time earlier than is necessary.

Should replacement of the boom

angles with modified boom angles be

necessary, it would require

approximately 150 work hours to

accomplish, at an average labor charge

of $60 per work hour. Required parts

would cost approximately $3,800 per

airplane.

The regulations proposed herein

would not have substantial direct effects

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,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures

(44FR 11034, February 26, 1979); and

(3) if promulgated, 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. A copy of the

draft regulatory evaluation prepared for

this action is contained in the Rules

Docket. A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–8632 (58 FR

42194, August 9, 1993), and by adding

a new airworthiness directive (AD), to

read as follows:

British Aerospace: Docket 94–NM–107–AD.

Supersedes AD 93–14–08, Amendment

39–8632.

Applicability: Model ATP airplanes; serial

numbers 2002 through 2063, 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 use the authority

provided in paragraph (j) to request approval

from the FAA. This approval may address

either no action, if the current configuration

eliminates the unsafe condition; or different

actions necessary to address the unsafe

condition described in this AD. Such a

request should include an assessment of the

effect of the changed configuration on the

unsafe condition addressed by this AD. In no

case does the presence of any modification,

alteration, or repair remove any airplane from

the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent structural failure of the actuator

attachment point, which could lead to

collapse of the main landing gear (MLG),

accomplish the following:

(a) Conduct a detailed visual inspection to

detect cracking of the aft end of the engine

outboard rib boom angles under the wing rib

outboard of the left and right engine, in

accordance with British Aerospace Service

Bulletin ATP–57–13, Revision1, dated

January 15, 1993; or Revision 5, dated June

3, 1994; at the applicable time indicated

below.

(1) For airplanes on which Modification

10313A (reference British Aerospace Service

Bulletin ATP–56–16–1013A, Revision 1,

dated July 2, 1994) has not been

accomplished: Conduct the initial inspection

within 400 hours time-in-service after

September 8, 1993 (the effective date of AD

93–14–08, amendment 39–8632), or within

12 months since airplane manufacture,

whichever occurs later.

(2) For airplanes on which Modification

10313A has been accomplished (modified

inboard and outboard boom angles on both

the left wing and right wing): Conduct the

initial inspection prior to the accumulation

of 30,000 landings on the boom angle

assembly or within 12 months after the

effective date of this AD, whichever occurs

later.

(b) For the purposes of compliance with

this AD, the following apply:

(1) Repair of cracked rib boom angles shall

be accomplished in accordance with a

method approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate.

(2) Replacement of cracked rib boom angle

assemblies with modified assemblies shall be

accomplished in accordance with British

Aerospace Service Bulletin ATP–57–16–

10313A, Revision 1, dated July 2, 1994 (as

corrected by Erratum 2, dated August 30,

1994). Prior to the accumulation of 30,000

landings on the replaced (modified) boom

angle assembly, repeat the inspection in

accordance with paragraph (a) of this AD.

(c) If no crack is detected: Repeat the

detailed visual inspection at intervals not to

exceed 3,000 landings or 12 months,

whichever occurs first.

(d) If any crack is detected on only one rib

boom angle, and that crack does not extend

beyond bolt hole X: Repeat the detailed

visual inspection of the rib boom angle for

additional crack propagation at intervals not

to exceed 300 hours time-in-service.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 6 months after discovery

of the crack, either repair the rib boom angle

or replace the rib boom angle assembly in

accordance with paragraph (b) of this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angle or replace the rib boom assembly

in accordance with paragraph (b) of this AD.

(e) If any crack is detected on only one rib

boom angle, and that crack extends beyond

bolt hole X, but not beyond bolt hole Y or

down towards bolt hole A: Repeat the

detailed visual inspection of the rib boom

angle for additional crack propagation at

intervals not to exceed 100 hours time-inservice.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 3 months after discovery

of the crack, either repair the rib boom angle

or replace the rib boom angle assembly in

accordance paragraph (b) of this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angle or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(f) If any crack is detected on only one rib

boom angle, and that crack extends beyond

bolt hole Y or into bolt hole A: Prior to

further flight, either repair the rib boom angle

or replace the rib boom angle assembly in

accordance with paragraph (b) of this AD.

(g) If any crack is detected on both rib

boom angles, and cracks do not extend

beyond bolt hole X: Repeat the detailed

visual inspection of the rib boom angles for

additional crack propagation at intervals not

to exceed 100 hours time-in-service.
24592 Federal Register / Vol. 60, No. 89 / Tuesday, May 9, 1995 / Proposed Rules

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 3 months after discovery

of the cracks, either repair the rib boom

angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(h) If any crack is detected on both rib

boom angles, and cracks extend beyond bolt

hole X, but not beyond bolt hole Y or down

towards bolt hole A: Repeat the detailed

visual inspection of the rib boom angles for

additional crack propagation at intervals not

to exceed 50 hours time-in-service.

(1) If no additional crack propagation is

detected during any of the repetitive

inspections: Within 1 month after discovery

of the cracks, either repair the rib boom

angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(2) If any of the repetitive inspections

reveal that crack propagation has reached or

extends beyond bolt hole Y or into bolt hole

A: Prior to further flight, either repair the rib

boom angles or replace the rib boom angle

assembly in accordance with paragraph (b) of

this AD.

(i) If any crack is detected on both rib boom

angles, and cracks extend beyond bolt hole

Y or into bolt hole A: Prior to further flight,

either repair the rib boom angles or replace

the rib boom angle assembly in accordance

with paragraph (b) of this AD

(j) 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,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

Note 3: Alternative methods of compliance

previously granted for amendment 39–8632,

AD 93–14–08, continue to be considered as

acceptable alternative methods of compliance

with this amendment.

(k) Special flight permits may be issued in

accordance with sections 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.

Issued in Renton, Washington, on May 3,

1995.

James V. Devany,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–11356 Filed 5–8–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 95–AWP–5]

Proposed Amendment to Class D and

E Airspace Areas; Camp Pendleton

MCAS, CA

AGENCY: Federal Aviation

Administration [FAA], DOT.

ACTION: Notice of rulemaking.

SUMMARY: This document proposes to

amend the Class D and E airspace areas

at Camp Pendleton MCAS, CA. The

intent of this proposal is to provide

controlled airspace for instrument flight

rules (IFR) operations at Camp

Pendleton MCAS, CA.

DATES: Comments must be received on

or before June 12, 1995.

ADDRESSES: Send comments on the

proposal in triplicate to: Federal

Aviation Administration, Attn:

Manager, System Management Branch,

AWP–530, Docket No. 95–AWP–5, Air

Traffic Division, P.O. Box 92007,

Worldway Postal Center, Los Angeles,

California 90009.

The official docket may be examined

in the Office of the Assistant Chief

Counsel, Western Pacific Region,

Federal Aviation Administration, Room

6007, 15000 Aviation Boulevard,

Lawndale, California 90261.

An informal docket may also be

examined during normal business hours

at the Office of the Manager, System

Management Branch, Air Traffic

Division at the above address.

FOR FURTHER INFORMATION CONTACT:

Scott Speer, Systems Management

Specialist, System Management Branch,

AWP–530, Air Traffic Division,

Western-Pacific Region, Federal

Aviation Administration, 15000

Aviation Boulevard, Lawndale,

California 90261, telephone (310) 297–

0010.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested parties are invited to

participate in this proposed rulemaking

by submitting such written data, views,

or arguments as they may desire.

Comments that provide the factual basis

supporting the views and suggestions

presented are particularly helpful in

developing reasoned regulatory

decisions on the proposal. Comments

are specifically invited on the overall

regulatory, aeronautical, economic,

environmental, and energy-related

aspects of the proposal.

Communications should identify the

airspace docket number and be

submitted in triplicate to the address

listed above. Commenters wishing the

FAA to acknowledge receipt of their

comments on this notice must submit

with the comments a self-addressed,

stamped postcard on which the

following statement is made:

‘‘Comments to Airspace Docket No. 95–

AWP–5.’’ The postcard will be date/

time stamped and returned to the

commenter. All communications

received on or before the specified

closing date for comments will be

considered before taking action on the

proposed rule. The proposal contained

in this notice may be changed in light

of comments received. All comments

submitted will be available for

examination in the System Management

Branch, Air Traffic Division 15000

Aviation Boulevard, Lawndale,

California 90261, both before and after

the closing date for comments. A report

summarizing each substantive public

contact with FAA personnel concerned

with this rulemaking will be filed in the

docket.

Availability of NPRM

Any person may obtain a copy of this

Notice of Proposed Rulemaking (NPRM)

by submitting a request to the Federal

Aviation Administration, System

Management Branch, P.O. Box 92007,

Worldway Postal Center, Los Angeles,

California 90009. Communications must

identify the notice number of this

NPRM. Persons interested in being

placed on a mailing list for future

NPRM’s should also request a copy of

Advisory Circular No. 11–2A, which

describes the application procedures.

The Proposal

The FAA is considering an

amendment to part 71 of the Federal

Aviation Regulations (14 CFR part 71) to

modify the Class D and E airspace areas

at Camp Pendleton. The intended effect

of this proposal is to provide Class D

and E airspace for aircraft executing

instrument approach procedures at

Camp Pendleton MCAS, CA. Class D

and Class E airspace designations are

published in paragraphs 5000 and 6004,

respectively, of FAA Order 7400.9B,

dated July 18, 1994, and effective

September 16, 1994, which is

incorporated by reference in 14 CFR

71.1. The Class D and Class E airspace

designations listed in this document

would be published subsequently in the

Order.

The FAA has determined that this

proposed regulation only involves

established body of technical

regulations for which frequent and

routine amendments are necessary to

keep them operationally current.

Therefore, this proposed regulation—(1)

is not a ‘‘significant regulatory action’’