Federal Register / Vol. 60, No. 235 / Thursday, December 7, 1995 / Proposed Rules 62779

Models Serial Nos.

PA31P–350 .............................................................................................................................................................................. 31P–8414001 through

31P–8414050.

PA31T ...................................................................................................................................................................................... 31T–7400002 through

31T–8120104.

PA31T1 .................................................................................................................................................................................... 31T–7804001 through

31T–8304003 and

31T–1104004

through 31T–

1104017.

PA31T2 .................................................................................................................................................................................... 31T–8166001 through

31T–8166076 and

31T–1166001

through 31T–

1166008.

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 (g) 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 in the

body of this AD, unless already

accomplished.

To prevent the MLG from retracting

because of a cracked MLG forward side brace,

which, if not detected and corrected, could

result in gear collapse and loss of control of

the airplane during landing operations,

accomplish the following:

(a) Within the next 100 hours time-inservice (TIS) after the effective date of this

AD, unless already accomplished

(compliance with AD 88–05–05), and

thereafter at intervals not to exceed 100 hours

TIS until the modification required by

paragraph (c) or (d) of this AD is

incorporated, inspect (using dye penetrant

methods) both the left and right MLG

sidebrace for cracks. Accomplish the

inspections in accordance with the

INSTRUCTIONS section of Piper Service

Bulletin No. 845A, dated October 9, 1987.

(b) The initial dye penetrant inspection

type must be utilized for all future repetitive

inspections. Dye penetrant inspection types

consist of Type I: fluorescent; Type II: nonfluorescent or visible dye; and Type III: dual

sensitivity.

(c) If cracks are found during any of the

inspections required in paragraph (a) of this

AD, prior to further flight, replace the

cracked MLG sidebrace with a part of

improved design, P/N 85165–02 (left) or

85165–03 (right) or P/N 85166–02 (left) or

85166–03 (right), as applicable. Accomplish

this replacement in accordance with the

applicable maintenance manual.

(d) Within the next 1,200 hours TIS after

the effective date of this AD, unless already

accomplished as required by paragraph (c) of

this AD, replace both the left and right MLG

side brace with parts of improved design, P/

N 85165–02 (left) and 85165–03 (right) or P/

N 85166–02 (left) and 85166–03 (right), as

applicable. Accomplish these replacements

in accordance with the applicable

maintenance manual.

(e) Installing both the left and right MLG

side brace with parts of improved design, P/

N 85165–02 (left) and 85165–03 (right) or P/

N 85166–02 (left) and 85166–03 (right), as

applicable, as required by paragraph (d) of

this AD is considered terminating action for

the repetitive inspection requirement of this

AD.

(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.

(g) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Atlanta Aircraft Certification Office

(ACO), Campus Building, 1701 Columbia

Avenue, suite 2–160, College Park, Georgia

30337–2748. The request shall be forwarded

through an appropriate FAA Maintenance

Inspector, who may add comments and then

send it to the Manager, Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

Note 3: Alternative methods of compliance

approved in accordance with AD 88–05–05

(superseded by this AD) are not considered

approved for this AD.

(h) All persons affected by this directive

may obtain copies of the document referred

to herein upon request to The New Piper

Aircraft, Inc., 2926 Piper Drive, Vero Beach,

Florida 32960; or may examine this

document at the FAA, Central Region, Office

of the Assistant Chief Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri

64106.

(i) This amendment supersedes AD 88–05–

05, Amendment 39–5861.

Issued in Kansas City, Missouri, on

December 1, 1995.

John R. Colomy,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 95–29859 Filed 12–6–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 90–CE–63–AD]

Airworthiness Directives; The New

Piper Aircraft, Inc. (Formerly Piper

Aircraft Corporation) Models PA31,

PA31–300, PA31–325, and PA31–350

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes to

supersede Airworthiness Directive (AD)

80–14–06, which currently requires the

following on The New Piper Aircraft,

Inc. (Piper) Models PA31, PA31–300,

PA31–325, and PA31–350 airplanes:

repetitively inspecting the outboard flap

tracks, wing rib flanges, and the rear

spar web at Wing Station (WS) 147.5 on

each wing, and modifying the area at

WS 147.5 on both wings if any cracks

are found as terminating action for the

repetitive inspection requirement. The

Federal Aviation Administration’s

policy on aging commuter-class aircraft

is to eliminate or, in certain instances,

reduce the number of certain repetitive

short-interval inspections when

improved parts or modifications are

available. The proposed action would

retain the current repetitive inspections

contained in AD 80–14–06, and would

require modifying the area at WS 147.5

on both wings as terminating action for

the repetitive inspections. The actions

specified in the proposed AD are

intended to prevent structural failure

under certain load conditions caused by

cracked areas at WS 147.5, which, if not
62780 Federal Register / Vol. 60, No. 235 / Thursday, December 7, 1995 / Proposed Rules

detected and corrected, could result in

loss of control of the airplane.

DATES: Comments must be received on

or before February 23, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Central Region,

Office of the Assistant Chief Counsel,

Attention: Rules Docket No. 90–CE–63–

AD, Room 1558, 601 E. 12th Street,

Kansas City, Missouri 64106. Comments

may be inspected at this location

between 8 a.m. and 4 p.m., Monday

through Friday, holidays excepted.

Service information that relates to the

proposed AD may be obtained from The

New Piper Aircraft, Inc., Customer

Services, 2926 Piper Drive, Vero Beach,

Florida 32960. This information also

may be examined at the Rules Docket at

the address above.

FOR FURTHER INFORMATION CONTACT:

Christina Marsh, Aerospace Engineer,

FAA, Atlanta Aircraft Certification

Office, Campus Building, 1701

Columbia Avenue, suite 2–160, College

Park, Georgia 30337–2748; telephone

(404) 305–7362; facsimile (404) 305–

7348.

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

should 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 that

summarizes 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 No. 90–CE–63–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, Central Region, Office of the

Assistant Chief Counsel, Attention:

Rules Docket No. 90–CE–63–AD, Room

1558, 601 E. 12th Street, Kansas City,

Missouri 64106.

Discussion

The FAA has determined that reliance

on critical repetitive inspections on

aging commuter-class airplanes carries

an unnecessary safety risk when a

design change exists that could

eliminate or, in certain instances,

reduce the number of those critical

inspections. In determining what

inspections are critical, the FAA

considers (1) the safety consequences if

the known problem is not detected

during the inspection; (2) the

probability of the problem not being

detected during the inspection; (3)

whether the inspection area is difficult

to access; and (4) the possibility of

damage to an adjacent structure as a

result of the problem.

These factors have led the FAA to

establish an aging commuter-class

aircraft policy that requires

incorporating a known design change

when it could replace a critical

repetitive inspection. With this policy

in mind, the FAA conducted a review

of existing AD’s that apply to Piper

Models PA31–350 and PA31T3

airplanes. Assisting the FAA in this

review were (1) The New Piper Aircraft,

Inc.; (2) the Regional Airlines

Association (RAA); and (3) several

operators of the affected airplanes.

From this review, the FAA has

identified AD 80–14–06, Amendment

39–3805, as one that should be

superseded with a new AD that would

require a modification that would

eliminate the need for short-interval and

critical repetitive inspections. AD 80–

14–06 currently requires the following

on Piper Models PA31, PA31–300,

PA31–325, and PA31–350 airplanes:

—Repetitively inspecting the outboard

flap tracks, wing rib flanges, and the

rear spar web at Wing Station (WS)

147.5 on each wing and modifying the

area at WS 147.5 on both wings if any

cracks are found as terminating action

for the repetitive inspection

requirement; and

—Allowing for the provision of

modifying the area at WS 147.5 on

both wings as terminating action for

the repetitive inspection requirement.

Piper Service Bulletin (SB) No. 647A,

dated November 24, 1980, references Kit

763 986, which, when incorporated,

provides a modification of the area at

WS 147.5 on both wings that would

eliminate the need for the repetitive

inspection requirement of AD 80–14–06.

Kit 763 986 also contains procedures for

incorporating this modification.

Based on its aging commuter-class

aircraft policy and after reviewing all

available information related to this

subject including the referenced service

information, the FAA has determined

that AD action should be taken to

eliminate the repetitive short- interval

inspections required by AD 80–14–06,

and to prevent structural failure under

certain load conditions caused by

cracked areas at WS 147.5, which, if not

detected and corrected, could result in

loss of control of the airplane.

Since an unsafe condition has been

identified that is likely to exist or

develop in other Piper Models PA31,

PA31–300, PA31–325, and PA31–350

airplanes of the same type design, the

proposed AD would supersede AD 80–

14–06 with a new AD that would (1)

retain the requirement of repetitively

inspecting the outboard flap track, wing

rib flanges, and the rear wing web at WS

147.5, and, if any cracks are found,

modifying the area of WS 147.5 by

incorporating Piper Kit 763 986 as

terminating action for the repetitive

inspection requirement; and (2) require

incorporating Piper Kit 763 986 at a

specified hours TIS time-period for

airplanes where no cracks were found

during the inspections as terminating

action for the repetitive inspection

requirement. Accomplishment of the

proposed modification would be in

accordance with the instructions

included with Piper Kit 763 986, as

referenced in Piper SB No. 647A, dated

November 24, 1980.

The FAA estimates that 2,906

airplanes in the U.S. registry would be

affected by the proposed AD, that it

would take approximately 30 workhours

per airplane to accomplish the proposed

modification, and that the average labor

rate is approximately $60 an hour. Parts

cost approximately $468 per airplane.

Based on these figures, the total cost

impact of the proposed modification on

U.S. operators is estimated to be

$6,590,808 or $2,268 per airplane.

Piper has informed the FAA that parts

have been distributed to enough

owners/operators to equip 234 of the

affected airplanes. Assuming that each

set of parts has been installed on an

affected airplane, the cost impact of the

proposed AD upon U.S. owners

operators of the affected airplanes

would be reduced by $530,712 from

$6,590,808 to $6,060,096.

The intent of the FAA’s aging

commuter airplane program is to ensure

safe operation of commuter-class
Federal Register / Vol. 60, No. 235 / Thursday, December 7, 1995 / Proposed Rules 62781

airplanes that are in commercial service

without adversely impacting private

operators. The FAA believes that a large

number of the remaining 2,672 affected

airplanes (2,906 airplanes—234 sets of

parts distributed) that would be affected

by the proposed AD are operated in

various types of air transportation. This

includes scheduled passenger service,

air cargo, and air taxi.

The proposed AD would allow 1,000

hours time-in- service (TIS) after the

effective date of the proposed AD before

mandatory accomplishment of the

design modification. The average

utilization of the fleet for those

airplanes in air transportation is

between 25 to 40 hours TIS per week.

Based on these figures, operators of

commuter-class airplanes involved in

commercial operation would have to

accomplish the proposed modification

within 6 to 10 months after the

proposed AD would become effective.

For private owners, who typically

operate between 100 to 200 hours TIS

per year, this would allow 5 to 10 years

before the proposed modification would

be mandatory.

The FAA established the 1,000 hours

TIS modification compliance time based

on its engineering evaluation of the

problem. Among the issues examined

during this engineering evaluation were

analysis of service difficulty reports, the

difficulty level of the inspection, and

how critical the situation would be if

cracks occurred in the subject area

despite accomplishment of the

repetitive inspections.

Usually, the FAA establishes the

mandatory design modification

compliance time on AD’s affecting aging

commuter-class airplanes upon the

accumulation of a certain number of

hours TIS on the airplane. For this

action, the FAA is proposing to mandate

the modification for all operators

‘‘within the next 1,000 hours TIS after

the effective date of this AD.’’ The total

TIS levels of the airplane fleet varies

from under 1,000 hours TIS to over

5,000 hours TIS, and annual

accumulation rates vary from 50 hours

TIS to over 1,000 hours TIS.

Establishing a long-term set compliance

time of hours TIS accumulated on a

Piper Model PA31, PA31–300, PA31–

325, or PA31–350 airplane (such as

5,000 hours TIS) would impose an

undue burden on the manufacturer of

having to maintain a supply of

replacement parts for the entire fleet

when many airplanes in the fleet may

never reach this compliance time.

Instead, the FAA believes that Piper

should maintain parts for several years;

in this case about 10 years to allow lowusage airplanes time to accumulate the

‘‘1,000 hours after the effective date of

the AD.’’ The FAA has determined that

the compliance time of the proposed

rule provides the level of safety required

for commuter air service while still

minimizing the impact on the private

airplane owners of Piper Models PA31,

PA31–300, PA31–325, and PA31–350

airplanes.

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 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) 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 has been placed 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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Airworthiness Directive (AD)

80–14–06, Amendment 39–3805, and by

adding a new AD to read as follows:

The New Piper Aircraft, Inc. (formerly Piper

Aircraft Corporation): Docket No. 90–

CE–63–AD. Supersedes AD 80–14–06,

Amendment 39–3805.

Applicability: The following model and

serial number airplanes, certificated in any

category, that do not have Piper Kit 763 986

incorporated in the area of Wing Station (WS)

147.5:

Models Serial Nos.

PA31 and PA31–300 ............................................................................................................................................................... 31–2 through 31–

8012010.

PA31–325 ................................................................................................................................................................................ 31–7512006 through

31–8012010.

PA31–350 ................................................................................................................................................................................ 31–5001 through 31–

8052025.

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 (f) 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 in the

body of this AD, unless already

accomplished.

To prevent structural failure under certain

load conditions caused by cracked areas at

WS 147.5, which, if not detected and

corrected, could result in loss of control of

the airplane, accomplish the following:

(a) Within the next 100 hours time-inservice

(TIS) after the effective date of this AD,

unless already accomplished (compliance

with AD 80–14–06), and thereafter at

intervals not to exceed 100 hours TIS until

the modification required by paragraph (b) or

(c) of this AD is incorporated, inspect the
62782 Federal Register / Vol. 60, No. 235 / Thursday, December 7, 1995 / Proposed Rules

outboard flap tracks, wing rib flanges, and

the rear spar web on both wings in the area

of WS 147.5 by accomplishing the following:

(1) Lower the flaps to 40 degrees.

(2) Inspect the attachment of the flap track

rib to the rear spar on the inboard and

outboard sides of the flap track using 10-

power magnification.

(3) Remove the rectangular access plate

from the bottom wing skin. The rectangular

access plate is located forward of the wing

spar at WS 153.

(4) Inspect the WS 147.5 rib attachment

angle using 10-power magnification.

Note 2: The 100-hour TIS repetitive

inspection interval was established to

coincide with regularly scheduled

maintenance.

(b) If cracks are found during any of the

inspections required in paragraph (a) of this

AD, prior to further flight, incorporate Piper

Kit 763 986 in accordance with the

instructions included with this kit, as

referenced in Piper Service Bulletin (SB) No.

647A, dated November 24, 1980.

(c) Within the next 1,000 hours TIS after

the effective date of this AD, unless already

accomplished as required by paragraph (b) of

this AD, incorporate Piper Kit 763 986 in the

area of WS 147.5. Accomplish this action in

accordance with the instructions included

with this kit, as referenced in Piper SB No.

647A, dated November 24, 1980.

(d) Incorporating Piper Kit 763 986 as

required by paragraphs (b) and (c) of this AD

is considered terminating action for the

repetitive inspection requirement of this AD.

(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.

(f) An alternative method of compliance or

adjustment of the initial or repetitive

compliance times that provides an equivalent

level of safety may be approved by the

Manager, Atlanta Aircraft Certification Office

(ACO), Campus Building, 1701 Columbia

Avenue, suite 2–160, College Park, Georgia

30337–2748. The request shall be forwarded

through an appropriate FAA Maintenance

Inspector, who may add comments and then

send it to the Manager, Atlanta ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

Note 4: Alternative methods of compliance

approved in accordance with AD 80–14–06

(superseded by this action) are not

considered approved as alternative methods

of compliance with this AD.

(g) All persons affected by this directive

may obtain copies of the document referred

to herein upon request to The New Piper

Aircraft, Inc., 2926 Piper Drive, Vero Beach,

Florida 32960; or may examine this

document at the FAA, Central Region, Office

of the Assistant Chief Counsel, Room 1558,

601 E. 12th Street, Kansas City, Missouri

64106.

(h) This amendment supersedes AD 80–

14–06, Amendment 39–3805.

Issued in Kansas City, Missouri, on

December 1, 1995.

John R. Colomy,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 95–29860 Filed 12–6–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 95–AWP–42]

Proposed Amendment of Class E

Airspace; Phoenix, AZ

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking.

SUMMARY: This notice proposes to

amend the Class E airspace area at

Phoenix, AZ to provide additional

controlled airspace for aircraft arriving

at Phoenix Sky Harbor International

Airport. The intended effect of this

proposal is to improve service to the

users and reduce controller workload.

DATES: Comments must be received on

or before January 8, 1996.

ADDRESSES: Send comments on the

proposal in triplicate to: Federal

Aviation Administration, Attn:

Manager, System Management Branch,

AWP–530 Docket No. 95–AWP–42, 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 at the

Office of the Manager, System

Management Branch, Air Traffic

Division at the above address.

FOR FURTHER INFORMATION CONTACT:

Scott Speer, Airspace, Specialist,

System Management Branch, AWP–530,

Air Traffic Division, Western-Pacific

Region, Federal Aviation

Administration, 15000 Aviation

Boulevard, Lawndale, California 90261,

telephone (310) 725–6533.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested parties are invited to

participate in this proposal rulemaking

by submitting such written data, views,

are 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–42.’’ 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, at 15000

Aviation Boulevard, Lawndale,

California 90261, both before and after

their 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

amend the Class E airspace area at

Phoenix, AZ. The intended effect of this

proposal is to provide additional

controlled airspace for aircraft arriving

at Phoenix Sky Harbor International

Airport, Phoenix, AZ. Class E airspace

designations for airspace areas

extending upward from 700 feet or more

above the surface of the earth are

published in Paragraph 6005 of FAA

Order 7400.9C dated August 17, 1995,

and effective September 16, 1995, which

is incorporated by reference in 14 CFR

71.1. The Class E airspace designation

listed in this document would be

published subsequently in this Order.