33170 Federal Register / Vol. 66, No. 120 / Thursday, June 21, 2001 / Rules and Regulations

perform nondestructive evaluation procedure

NDE ET–27 of the lug, per Section 2 of the

Accomplishment Instructions of Part B of

Bombardier Alert Service Bulletin A601R–

57–027, Revision C, dated May 30, 2000.

(1) If no damage is detected, repeat the

inspection required by paragraph (a) of this

AD at intervals not to exceed 500 flight

cycles until the requirements of paragraph (c)

of this AD have been accomplished.

(2) If any damage is detected, prior to

further flight, replace the damaged flight

spoiler with a new or serviceable flight

spoiler, per Bombardier Service Bulletin

601R–57–029, dated May 30, 2000.

(i) For a flight spoiler with no damage or

one that is replaced with a new or serviceable

flight spoiler: Repeat the inspection required

by paragraph (a) of this AD at intervals not

to exceed 500 flight cycles, until the

requirements of paragraph (c) of this AD have

been accomplished.

(ii) If both flight spoilers are replaced with

new improved spoilers, no further action is

required by this AD.

New Requirements of this AD

Replacement of Certain Flight Spoilers

(c) Within 36 months after the effective

date of this AD, replace any flight spoiler

having part number (P/N) 600–10602–1001

or 600–10602–1002 with a new improved

left-hand flight spoiler having P/N 600–

10602–73 or a new right-hand flight spoiler

having P/N 600–10602–74, as applicable; in

accordance with Bombardier Service Bulletin

601R–57–029, dated May 30, 2000. Such

replacement of both the left-hand and righthand flight spoilers constitutes terminating

action for the repetitive inspection

requirements of this AD.

Reporting Requirements

(d) Within 30 days of accomplishing the

inspection required by paragraph (a) of this

AD: Submit a report of any findings of

cracking to Bombardier, Inc., Canadair,

Aerospace Group, P.O. Box 6087, Station

Centre-ville, Montreal, Quebec H3C 3G9,

Canada. Information collection requirements

contained in this regulation have been

approved by the Office of Management and

Budget (OMB) under the provisions of the

Paperwork Reduction Act of 1980 (44 U.S.C.

3501 et seq.) and have been assigned OMB

Control Number 2120–0056.

Alternative Methods of Compliance

(e) 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, New York

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, New York ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the New York ACO.

Special Flight Permits

(f) 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.

Incorporation by Reference

(g) The actions shall be done in accordance

with Bombardier Alert Service Bulletin

A601R–57–027, Revision C, dated May 30,

2000; and Bombardier Service Bulletin 601R–

57–029, dated May 30, 2000. The

incorporation by reference of these

documents was approved previously by the

Director of the Federal Register as of March

1, 2001 (66 FR 10187, February 14, 2001).

Copies may be obtained from Bombardier,

Inc., Canadair, Aerospace Group, P.O. Box

6087, Station Centre-ville, Montreal, Quebec

H3C 3G9, Canada. Copies may be inspected

at the FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, New York

Aircraft Certification Office, 10 Fifth Street,

Third Floor, Valley Stream, New York; or at

the Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 4: The subject of this AD is addressed

in Canadian airworthiness directive CF–

2000–15R1, dated February 22, 2001.

Effective Date

(h) This amendment becomes effective on

July 26, 2001.

Issued in Renton, Washington, on June 14,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–15573 Filed 6–20–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–158–AD; Amendment

39–12277; AD 2001–12–21]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to all Boeing Model 747

series airplanes, that currently requires

revising the Airplane Flight Manual to

include procedures to prevent dry

operation of the center wing fuel tank

override/jettison pumps and, for certain

airplanes, to prohibit operation of the

horizontal stabilizer tank transfer

pumps in-flight. For certain airplanes,

this amendment requires installation of

improved fuel pumps, which terminates

the requirements of the existing AD.

This amendment is prompted by new

information received from the fuel

pump manufacturer. The actions

specified by this AD are intended to

prevent contact between the rotating

paddle wheel and the stationary end

plates within the center wing tank

override/jettison fuel pumps or

horizontal stabilizer tank transfer

pumps, which could cause sparks and/

or a hot surface condition and

consequent ignition of fuel vapor in the

center wing tank or horizontal stabilizer

tank during dry pump operation (no fuel

flowing).

DATES: Effective July 26, 2001.

ADDRESSES: Information pertaining to

this AD may be examined at the Federal

Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Sulmo Mariano, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2686; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 98–25–52,

amendment 39–10957 (63 FR 71214,

December 24, 1998), which is applicable

to all Boeing Model 747 series airplanes,

was published in the Federal Register

on November 20, 2000 (65 FR 69718).

The action proposed to require, for

certain airplanes, installation of

improved fuel pumps, which would

terminate the requirements of the

existing AD.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Clarify Intent of Paragraph (b)

One commenter requests that the FAA

revise paragraph (b) of the proposed rule

to clarify that compliance with the

requirements of that paragraph

terminates the requirements of

paragraph (a) of the proposed rule. The

commenter points out that, while

paragraph (b) states that no further

action is required if it is determined that

the correct thrust washer is installed

under the guidelines in paragraphs

(b)(1), (b)(2), and (b)(3) of the proposed

rule, paragraph (b) does not state that

the operational limitations in paragraph

(a) are no longer necessary.

Federal Register / Vol. 66, No. 120 / Thursday, June 21, 2001 / Rules and Regulations 33171

The FAA concurs with the

commenter’s request, and has revised

paragraph (b) of this AD to state that

accomplishment of that paragraph

terminates the requirements of

paragraph (a) of this AD.

Revise Paragraph (b) to Reference

Acceptable Parts

One commenter requests that the FAA

revise paragraph (b) to refer to the

acceptable replacement parts identified

in paragraph (c) of the proposed rule.

The commenter states that Crane HydroAire fuel pumps having thrust washers,

part number 60–06561, with a date code

of 9848 or higher etched on the outside

diameter of the thrust washer, are

acceptable. If such pumps are installed,

no further action is required by this AD;

thus, this guideline should be included

with the others under paragraph (b). The

commenter notes that this change will

make the proposed rule easier to follow.

The FAA concurs, and has added a

new paragraph (b)(4) to this final rule.

Revise Cost Impact

One commenter, the parts

manufacturer, requests that the FAA

revise the ‘‘Cost Impact’’ section of the

proposed rule to remove the statement

‘‘Required parts would be provided by

the manufacturer at no cost to the

operators.’’ The commenter states that

there are certain restrictions on the cost

of parts to the operators, based on the

date of overhaul or repair of the pumps.

The commenter suggests including a

new statement such as, ‘‘Modification of

the fuel pump by CRANE Hydro-Aire or

required parts for modification by the

operator will be provided by the

manufacturer’at no cost to the operator

in accordance with the ‘‘Repair

Options’’ and ‘‘Warranty’’ sections of

the applicable CRANE Hydro-Aire

Service Bulletin.’’

The FAA concurs with the intent of

the commenter’s request. The FAA has

revised the ‘‘Cost Impact’’ section of this

final rule to include the following

statement, which is more general than

the statement suggested by the

commenter: ‘‘The parts manufacturer

has committed previously to its

customers that it may bear the cost of

replacement parts with certain

restrictions, based on the date of

overhaul or repair of the pumps.’’

Limit Applicability

One commenter, the airplane

manufacturer, requests that the FAA

revise the proposed rule to limit the

applicability to airplanes up to and

including line number 1188. The

commenter states that airplanes after

line number 1188 have the correct

thrust washers installed and, therefore,

are not subject to the actions in the

proposed rule. The commenter further

notes that in-service pump replacements

on airplanes after line number 1188 will

be maintained by normal operator

practices for parts control.

The FAA does not concur with the

commenter’s request to limit the

applicability. Though only certain

airplanes were produced with the

incorrect thrust washer, the pump with

the subject washer may easily be

removed from one airplane and

installed on another airplane. Thus,

airplanes such as those with line

numbers 1188 and subsequent, which

were delivered with the correct thrust

washer, may subsequently have had a

pump with a discrepant thrust washer

installed. No change to the final rule is

necessary in this regard.

Request To Clarify Compliance

Tracking

One commenter requests that

paragraph (b) of the proposed rule be

revised to specifically reference the

accomplishment instructions of Boeing

Service Bulletin 747–28–2225, dated

December 3, 1998. Paragraph (b) defines

conditions under which no action is

required per this AD. The commenter

states that including a reference to

Boeing Service Bulletin 747–28–2225

would make it easier for operators to

track compliance for the purposes of

this proposed rule.

The FAA does not concur with the

commenter’s request. The FAA finds

that compliance may be tracked by the

part number of the override or override/

jettison pump, or by review of

maintenance records, methods which

are allowed by paragraph (b) of this AD.

The FAA finds that revising paragraph

(b) of this AD in the manner suggested

by the commenter would provide no

improvement in the clarity of the AD.

However, the original issue of Boeing

Service Bulletin 747–28–2225, as well

as Revision 3, dated March 3, 1999,

were previously approved as alternative

methods of compliance (AMOCs) for AD

98–25–52. Accordingly, paragraph (d)(2)

of this AD, states that (with one

exception) AMOCs approved previously

in accordance with AD 98–25–52,

amendment 39–10957, are approved as

alternative methods of compliance with

paragraph (a) of this AD. Airplanes on

which the intent of paragraph (a) of this

AD has been accomplished are not

subject to paragraph (b) of this AD.

Thus, no change to the final rule is

necessary in this regard.

Comment on Implied Life Limit of

Thrust Washer

One commenter notes that the

following statement, made in the

‘‘Actions Since Issuance of Previous

Rule’’ section of the proposed rule,

indicates that the life of the thrust

washer on the improved pumps has

been extended from 500 hours to ‘‘more

than 15,000 hours.’’ The commenter

expresses concern that, while this may

be a significant improvement in life

limit, failure of the pump, whether at

15,000 hours or 500 hours, would still

be catastrophic and, thus, is an

unacceptable risk. The commenter states

that, if the failure mode is still present

in the improved pump, the commenter

would not support the removal of the

fuel quantity restrictions from the

Airplane Flight Manual as allowed by

the proposed rule.

The FAA infers that the commenter is

requesting that the FAA remove the

terminating action provided by

paragraph (c) of this AD. The FAA does

not concur with the commenter’s

request. The statement noted by the

commenter was intended as a reference,

not to indicate that the life of the thrust

washer was 15,000 hours. Service

experience has shown that the

aluminum oxide coating applied to the

thrust washer using a D-gun spray

method lasts at least as long as the

currently expected service life of the

pump between overhauls. While no

specific limit on the overhaul interval

for the pump exists, the FAA has

determined that an acceptable level of

safety will be provided with respect to

failure of the thrust bearing without

continuing to require the AFM

procedures for early pump shutoff.

However, the FAA recognizes and

agrees with the commenter’s concern

regarding the possible failure modes of

fuel pumps and the current design

practice of routinely allowing fuel

pumps in auxiliary fuel tanks (including

built-in auxiliary tanks such as the

center wing tank and the horizontal

stabilizer tank on Model 747–400 series

airplanes) to run until the inlets are

uncovered. The FAA is examining this

issue and is considering issuing

additional rulemaking to address fuel

pump installations that are not fail-safe

on existing transport airplane designs.

No change to the final rule is necessary

in this regard.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

33172 Federal Register / Vol. 66, No. 120 / Thursday, June 21, 2001 / Rules and Regulations

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 1,100 Model

747 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 250 airplanes of U.S.

registry will be affected by this AD.

The AFM revisions that are currently

required by AD 98–25–52 take

approximately 1 work hour per airplane

to accomplish, at an average labor rate

of $60 per work hour. Based on these

figures, the cost impact of the currently

required actions on U.S. operators is

estimated to be $15,000, or $60 per

airplane.

The replacements required for certain

airplanes by this new AD will take

approximately 25 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. The

parts manufacturer has committed

previously to its customers that it may

bear the cost of replacement parts with

certain restrictions, based on the date of

overhaul or repair of the pumps. Based

on these figures, the cost impact of the

requirements of this AD on U.S.

operators is estimated to be $375,000, or

$1,500 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted. The cost impact

figures discussed in AD rulemaking

actions represent only the time

necessary to perform the specific actions

actually required by the AD. These

figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

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.

For the reasons discussed above, I

certify that this action (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)

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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, 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 39–10957 (63 FR

71214, December 24, 1998), and by

adding a new airworthiness directive

(AD), amendment 39–12277, to read as

follows:

2001–12–21 Boeing: Amendment 39–12277.

Docket 2000–NM–158–AD. Supersedes

AD 98–25–52, Amendment 39–10957.

Applicability: All Model 747 series

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 request approval for an

alternative method of compliance in

accordance with paragraph (d)(1) 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 prevent contact between the rotating

paddle wheel and the stationary end plates

within the center wing tank override/jettison

fuel pumps or horizontal stabilizer tank

transfer pumps due to excessive wear of the

pump shaft carbon thrust bearing, which can

cause sparks and/or a hot surface condition

and consequent ignition of fuel vapor in the

center wing tank or horizontal stabilizer tank

during dry pump operation (no fuel flowing),

accomplish the following:

Restatement of Requirements of AD 98–25–

52

Airplane Flight Manual (AFM) Revisions

(a) Within 7 days after December 29, 1998

(the effective date of AD 98–25–52,

amendment 39–10957), revise the

Limitations Section of the FAA-approved

AFM to include the following procedures.

This may be accomplished by inserting a

copy of this AD into the AFM.

‘‘For Model 747–400 series airplanes

equipped with a horizontal stabilizer tank,

operation of the horizontal stabilizer tank

transfer pumps is prohibited in flight.

A tripped circuit breaker of a center wing

tank override/jettison pump or a tripped

circuit breaker of a horizontal stabilizer tank

transfer pump must not be reset until the

associated fuel pump has been inspected for

damage and any damage has been repaired.

The center wing tank override/jettison

pumps must be operated in accordance with

either option 1 or option 2 below.

Option 1

If the center wing tank override/jettison

pumps are required for flight, the center tank

must contain a minimum of 17,000 pounds

(7,700 kilograms) at engine start. The fuel

quantity indicating system of the center wing

tank must be operative to dispatch with

center wing tank fuel intended for use in the

flight.

Select both center wing tank override/

jettison pump switches off at or before the

fuel quantity of the center wing tank reaches

7,000 pounds (3,200 kilograms). Note: On

Model 747–400 series airplanes, the ‘‘FUEL

OVRD CTR L’’ and ‘‘FUEL OVRD CTR R’’

engine indication and crew alerting system

(EICAS) messages will be displayed with the

switches off.

The center wing tank override/jettison

pumps may be operated with less than 7,000

pounds of fuel in the center wing tank if

required to address an emergency (such as

fuel jettison or low fuel quantity).

Option 2

If the center wing tank override/jettison

pumps are required for flight, the center tank

must contain a minimum of 50,000 pounds

(22,700 kilograms) at engine start. The fuel

quantity indicating system of the center wing

tank must be operative to dispatch with

center wing tank fuel intended for use in the

flight.

Select both center wing tank override/

jettison pump switches off at or before center

wing tank fuel quantity reaches 3,000 pounds

(1,400 kilograms).

The center wing tank override/jettison

pumps may be operated with less than 3,000

pounds of fuel in the center wing tank if

required to address an emergency (such as

fuel jettison or low fuel quantity).’’

New Requirements of This Ad

Determination of Correct Thrust Washer

(b) For airplanes having center wing fuel

tank override/jettison pumps and, if

installed, horizontal stabilizer tank transfer

pumps: If all pumps meet the criteria

Federal Register / Vol. 66, No. 120 / Thursday, June 21, 2001 / Rules and Regulations 33173

specified in paragraph (b)(1), (b)(2), (b)(3), or

(b)(4) of this AD (i.e., the correct thrust

washer is installed), no further action is

required by this AD. Accomplishment of this

paragraph terminates the requirements of

paragraph (a) of this AD.

(1) Verify the serial number on the pump

data plate. The first four digits of the pump

serial number represent the month and year

of manufacture (e.g., 0697 indicates a pump

manufactured in June 1997). If the serial

number date code indicates that the pump

was manufactured prior to July 1996, or after

November 1998, and if the operator can

determine that the pump was not overhauled

or repaired after July 31, 1996, then the pump

has the correct thrust washer installed. If the

pump was overhauled or repaired after July

31, 1996, and the operator has maintenance/

overhaul records showing that the thrust

washer was not replaced, or was replaced

with the correct thrust washer, as specified

in paragraph (c) of this AD, then the pump

has the correct thrust washer installed.

(2) For airplanes having a date of

manufacture prior to July 1996, if the

operator can determine that the pump was

not overhauled or repaired after July 31,

1996; and the pump was not replaced with

a new pump manufactured between July

1996 and November 1998, then the pump has

the correct thrust washer installed. If the

pump was overhauled or repaired after July

31, 1996, and the operator has maintenance/

overhaul records showing that the thrust

washer was not replaced, or was replaced

with the correct thrust washer, as specified

in paragraph (c) of this AD, then the pump

has the correct thrust washer installed.

(3) For airplanes having pumps installed

containing a serial number on the pump data

plate with the suffix ‘‘P,’’ the pump has the

correct thrust washer installed.

(4) For airplanes having Crane Hydro-Aire

fuel pumps having a thrust washer, part

number 60–06561, with a date code of 9848

(‘‘98’’ indicates the year 1998, and ‘‘48’’

indicates the 48th week in 1998), or higher,

etched on the outside diameter of the thrust

washer, the pump has the correct thrust

washer installed.

Terminating Action

(c) For airplanes that do not meet the

requirements specified in paragraph (b)(1),

(b)(2), (b)(3), or (b)(4) of this AD; or if the

serial number on the pump data plate of any

fuel pump cannot be determined: Within 24

months after the effective date of this AD,

replace the applicable center wing fuel tank

override/jettison pumps and horizontal

stabilizer tank transfer pumps with Crane

Hydro-Aire fuel pumps having a thrust

washer, part number 60–06561, with a date

code of 9848 (‘‘98’’ indicates the year 1998,

and ‘‘48’’ indicates the 48th week in 1998),

or higher, etched on the outside diameter of

the thrust washer. Accomplishment of this

paragraph terminates the requirements of

paragraph (a) of this AD.

Alternative Methods of Compliance

(d)(1) An alternative method of compliance

(AMOC) or adjustment of the compliance

time that provides an acceptable level of

safety may be used if approved by the

Manager, Seattle Aircraft Certification Office

(ACO), FAA. Operators shall submit their

requests through an appropriate FAA

Principal Operations Inspector or Principal

Maintenance Inspector, as applicable, who

may add comments and then send it to the

Manager, Seattle ACO.

(2) With the exception of FAA AMOC letter

to Boeing (No. 98–140–437, dated December

9, 1998), AMOCs approved previously in

accordance with AD 98–25–52, amendment

39–10957, are approved as alternative

methods of compliance with paragraph (a) of

this AD.

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

(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.

Effective Date

(f) This amendment becomes effective on

July 26, 2001.

Issued in Renton, Washington, on June 14,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–15569 Filed 6–20–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 00–ANM–22]

Revision of Class E Airspace, Poplar,

MT

AGENCY: Federal Aviation

Administration (FAA), DOT

ACTION: Final rule.

SUMMARY: This action revises the Poplar,

MT, Class E airspace to accommodate

airspace required for the establishment

of new Area Navigation (RNAV)

Standard Instrument Approach

Procedures (SIAP)s to the Poplar

Airport, Poplar, MT. Additional Class E

700 feet, and 1,200 feet controlled

airspace, above the surface of the earth

is required to contain aircraft executing

the RNAV RWY 27 and RWY 9 SIAP to

Poplar Airport.

EFFECTIVE DATE: 0901 UTC, September 6,

2001.

FOR FURTHER INFORMATION CONTACT:

Brian Durham, ANM–520.7, Federal

Aviation Administration, Docket No.

00–ANM–22, 1601 Lind Avenue SW.,

Renton, Washington 98055–4056:

telephone number: (425) 227–2527.

SUPPLEMENTARY INFORMATION:

History

On February 13, 2001, the FAA

proposed to amend Title 14 Code of

Federal Regulations, part 71 (14 CFR

part 71) by revising Class E airspace at

Poplar, MT, in order to accommodate

new RNAV SIAPs at Poplar Airport,

Popular MT (66 FR 9989). This

amendment provides Class E5 airspace

at Poplar, MT, to meet current criteria

standards associated with the SIAP.

Interested parties were invited to

participate in the rulemaking

proceeding by submitting written

comments on the proposal. No

comments were received.

The Rule

This amendment to Title 14 Code of

Federal Regulations, part 71 (14 CFR

part 71) revises Class E airspace at

Poplar, MT, in order to accommodate a

new RNAV SIAPs to the Poplar Airport,

Poplar, MT. This amendment revises

Class E5 airspace at Poplar, MT, to meet

current criteria standards associated

with the RNAV SIAP. The FAA

establishes Class E airspace where

necessary to contain aircraft

transitioning between the terminal and

en route environments. This rule is

designed to provide for the safe and

efficient use of the navigable airspace

and to promote safe flight operations

under Instrument Flight Rules (IFR) at

the Poplar Airport and between the

terminal and en route transition stages.

The area will be depicted on

aeronautical charts for pilot reference.

The coordinates for this airspace docket

are based on North American 83. 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 7400.9H dated September

1, 2000, and effective September 16,

2000, which is incorporated by

reference in 14 CFR 71.1. The Class E

airspace designation listed in this

document will be published

subsequently in the Order.

The FAA has determined that this

regulation only involves an established

body of technical regulations for which

frequent and routine amendments are

necessary to keep them operationally

current. It, therefore, (1) is not a

‘‘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