2708 Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations

4286N00105 4286N00106 4286N00442

4286N00443 4286N00444 4286N00445

4286N00446 4286N00447 4286N00448

4286N00449 4286N00450 4286N00600

4286N00601 4286N00602 4286N00603

4286N00604 4286N00605 4286N00606

4286N00608 4286N00609 4287N00088

4287N00089 4287N00090 4287N00091

4287N00092 4287N00093 4287N00094

4287N00095 4287N00096 4287N00097

4287N00357 4287N00358 4287N00359

4287N00360 4287N00361 4287N00362

4287N00363 4287N00364 4288N00118

4288N00119 4288N00120 4288N00121

4288N00302 4288N00303 4288N00304

4288N00305 4288N00306 4288N00307

4290N00111 4290N00113 4290N00114

4290N00115 4290N00116 4290N00117

4290N00355 4290N00356 4290N00606

4290N00607 4290N00608 4290N00609

4290N00610 4290N00611 4290N00612

4291N00082 4291N00083 4291N00084

4291N00085 4291N00086 4291N00087

4291N00088 4291N00089 4291N00091

4291N00273 4291N00274 4291N00275

4291N00276 4291N00277 4291N00278

4291N00620 4291N00621

Note 1: This AD applies to each tire

identified in the preceding applicability

provision that is installed on an airplane,

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 (c)

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 prior to further

flight after the effective date of this AD (see

NOTE 2), except to those operators receiving

this action by priority letter issued November

21, 1995, which made these actions effective

immediately upon receipt.

To prevent loss of control of the airplane

during landing operations because of P/N

028–520–1 (22x5.75–12/10PR) tire failure,

accomplish the following:

(a) Replace any of the P/N 028–520–1

(22x5.75–12/10PR) tires identified in the

Applicability section of this AD with an

FAA-approved tire.

(b) 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.

(c) An alternative method of compliance or

adjustment of the compliance time 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.

(d) Information that applies to this AD may

be examined at the FAA, Central Region,

Office of the Assistant Chief Counsel, Room

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

Missouri 64106.

(e) This amendment (39–9500) becomes

effective on February 21, 1996, to all persons

except those persons to whom it was made

immediately effective by priority letter AD

95–24–10, issued November 21, 1995, which

contained the requirements of this

amendment.

Issued in Kansas City, Missouri, on January

23, 1996.

John R. Colomy,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–1573 Filed 1–26–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 92–ANE–32; Amendment 39–

9490; AD 94–05–05 R1]

Airworthiness Directives; Teledyne

Continental Motors Models C75, C85,

C90, C125, C145, O–200, O–300, and

GO–300 Series and Rolls-Royce, plc

C90, O–200 and O–300 Series

Reciprocating Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment revises an

existing airworthiness directive (AD),

applicable to Teledyne Continental

Motors (TCM) Models C75, C85, C90,

C125, C145, O–200, O–300, and GO–300

series reciprocating engines, that

currently requires inspection of the

cylinder rocker shaft bosses for cracks,

and inspection of the cylinder rocker

shaft for looseness and replacement, if

necessary, with a serviceable part. This

amendment clarifies that the inspection

must be accomplished at the next

cylinder removal from the engine or

engine overhaul, whichever occurs first,

and adds certain Rolls-Royce, plc

engines to the AD’s applicability. This

amendment is prompted by the need to

clarify when the inspection must be

performed. The actions specified by this

AD are intended to prevent engine

power loss and engine failure.

DATES: Effective February 13, 1996.

Comments for inclusion in the Rules

Docket must be received on or before

March 29, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

92–ANE–32, 12 New England Executive

Park, Burlington, MA 01803–5299.

FOR FURTHER INFORMATION CONTACT: Jerry

Robinette, Aerospace Engineer, Atlanta

Certification Office, FAA, Small

Airplane Directorate, Campus Building,

1701 Columbia Avenue, Suite 2–160,

College Park, GA, 30337–2748;

telephone (404) 305–7371, fax (404)

305–7348.

SUPPLEMENTARY INFORMATION: On

February 18, 1994, the Federal Aviation

Administration (FAA) issued AD 94–

05–05, Amendment 39–8843 (59 FR

10057, March 3, 1994), applicable to

Teledyne Continental Motors (TCM)

Models C75, C85, C90, C125, C145, O–

200, O–300, and GO–300 series

reciprocating engines, to require

inspection of the cylinder rocker shaft

bosses for cracks, and inspection of the

cylinder rocker shaft for looseness and

replacement, if necessary, with a

serviceable part. That action was

prompted by reports of cracked or

improperly repaired cylinder rocker

shaft bosses. That condition, if not

corrected, could result in engine power

loss and engine failure.

Since the issuance of that AD, the

FAA has received reports indicating

confusion among operators as to when

the inspection must be performed. The

FAA has learned that an operator

removed a cylinder from an affected

engine but did not do the inspection

specified by AD 94–05–05, claiming that

the inspection need only be

accomplished when a cylinder is

removed for an overhaul, but not for a

repair. That is not the intent of the

current wording of the AD. The FAA

has therefore revised the compliance

requirement in this AD to state that the

inspection must be performed at the

next cylinder removal from the engine,

or engine overhaul, whichever occurs

first.

In addition, the Civil Aviation

Authorities of the United Kingdom and

Denmark notified the FAA that the AD

should apply also to Rolls-Royce, plc

C90, O–200 and O–300 series

reciprocating engines, as they were

produced by Rolls-Royce, plc under a

licensing agreement with TCM. Some

time after production ceased, continuing

airworthiness responsibility reverted to

TCM. The FAA has therefore added

these Rolls-Royce, plc engines to the

AD’s applicability.

Since an unsafe condition has been

identified that is likely to exist or

develop on other engines of this same

type design, this AD revises AD 94–05–

05 to clarify that the inspection must be
Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations 2709

accomplished at the next cylinder

removal from the engine or engine

overhaul, whichever occurs first, and to

add certain Rolls-Royce, plc engines to

the AD’s applicability.

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this 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

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the 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 AD

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 92–ANE–32.’’ The

postcard will be date stamped and

returned to the commenter.

The regulations adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and is not a ‘‘significant regulatory

action’’ under Executive Order 12866. It

has been determined further that this

action involves an emergency regulation

under DOT Regulatory Policies and

Procedures (44 FR 11034, February 26,

1979). If it is determined that this

emergency regulation otherwise would

be significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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, Incorporation by reference,

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing Amendment 39–8843 (59 FR

10057, March 3, 1994) and by adding a

new airworthiness directive,

Amendment 39–9490, to read as

follows:

94–05–05 R1 Teledyne Continental Engines

and Rolls-Royce, plc: Amendment 39–

9490. Docket 92–ANE–32. Revises AD

94–05–05, Amendment 39–8843.

Applicability: Teledyne Continental

Motors (TCM) Model C75, C85, C90, C125,

C145, O–200, O–300, and GO–300 series and

Rolls-Royce, plc (R–R) C90, O–200 and O–

300 series reciprocating engines, installed on

but not limited to American Champion

models 7BCM, 7CCM, 7DC, S7DC, S7CCM,

7EC, S7EC, 7FC, 7JC, and 7ECA; Cessna

Models 120, 140, 150, 170, 172, 172A–H, and

175; Luscombe Models 8E, 8F, and T–8F;

Maule Models Bee Dee M–4, M–4, M–4C, M–

4S, M–4T, M–4–210, M–4–210C, M–4–210S,

M–4–210T, and M–5–210C; Piper Models

PA–18 and PA–19; Reims Aviation SA

Models F172D, E, F, G, H, K; F150G, H, J, K,

L, M; FA150K, L; FRA150L; Swift Models

GC–1A and GC–1B; Univair (Erco) Models

415–D, E, and G; Univair (Forney) Models F–

1 and F–1A; Univair (Alon) Model A–2 and

Univair (Mooney) Model M–10 aircraft.

Note: This airworthiness directive (AD)

applies to each engine 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 engines 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 Federal Aviation

Administration (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 engine from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent engine power loss and engine

failure, accomplish the following:

(a) At the next cylinder removal from the

engine, or engine overhaul, whichever occurs

first, after the effective date of this AD,

inspect the cylinder rocker shaft bosses for

cracks using one of the following methods,

and if cracked replace with a serviceable

cylinder:

Note: Certain cylinder cracks may be

repaired by FAA-approved repair stations

specifically rated to do those repairs.

(1) Fluorescent penetrant inspection, as

follows:

(i) The penetrant shall be a nontoxic,

noncorrosive, highly fluorescent liquid

capable of penetrating fine discontinuities

and, for aluminum castings, conforming to

Aerospace Material Specification (AMS)

3156. If a darkened enclosure is not used for

examination, AMS 3157 penetrant shall be

used.

(ii) The emulsifier shall be composed of

suitable oil or oil-like components together

with such additives as are necessary to

provide a stable, nontoxic, noncorrosive, oilmiscible, oil-emulsifying solution. Emulsifier

shall not be used when AMS 3156 is used.

(iii) The developer shall be a highly

absorbent, nonfluorescent and nontoxic

powder, capable of being used dry or a

similar powder capable of being suspended

in water. When the suspension is used, the

powder shall be thoroughly mixed with

water to a concentration, unless otherwise

permitted, of not less than 0.2 lb per gallon

and a uniform distribution maintained by

mechanical agitation.

(iv) The penetrant, the emulsifier (if used)

and the developer shall be checked as often

as necessary to maintain proper control. The

penetrant shall be discarded if it shows a

noticeable loss in penetrating power or

marked contamination or when wax begins to

form on the sides of the tank and dip basket.

(v) A darkness booth or a similar darkness

area with a filtered black light shall be
2710 Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations

provided. The black light shall be at least

equal to that produced by a 100 watt mercury

vapor projection spot lamp equipped with a

filter to transmit wave lengths of between

3200 and 4000 Angstrom units and absorb

substantially all visible light. The intensity of

the light at normal working distance shall be

as specified by the purchaser but in no case

shall be lower than 580 micro-watts per

square centimeter as measured with an

appropriate black light meter.

(vi) All parts shall be cleaned and dried in

such a manner as to leave them free from

grease, oil, soaps, alkalis and other

substances which would interfere with

inspection. Vapor degreasing is generally

suitable for this purpose.

(vii) Parts shall be immersed in the

penetrant or shall be sprayed or brushed with

the penetrant and shall be allowed to remain

immersed in the penetrant or to stand for

sufficient time to allow satisfactory

penetration into all discontinuities. This time

shall, unless otherwise specified, not be less

than 5 minutes. The time for immersion or

standing will depend upon the character and

fineness of the discontinuities, the

effectiveness of penetration increasing with

time. Parts may be resprayed or re-immersed

after standing to increase sensitivity and aid

in removal of penetrant.

(viii) Parts shall be removed from the

penetrant and cleaned thoroughly using a

medium which will remove penetrant from

the surface of parts; washing with water shall

be used when the penetrant is water

washable or when an emulsifying agent is

applied to surfaces of parts to render the

penetrant water washable. When emulsifiers

are used, the parts shall be dipped in the

emulsifier and removed slowly for draining

or shall be sprayed with emulsifier and

drained. Unless otherwise specified, the

combined dipping and draining time shall be

1 to 5 minutes. When other than water

washable penetrants are used, the penetrant

shall be removed with a suitable cleaner or

a suitable cleaner and lint-free cloths. During

cleaning, the parts may be viewed under a

suitable black light to ensure removal of the

penetrant from the subrace of the part.

Excessive cleaning which would remove the

penetrant from discontinuities shall be

avoided.

(ix) When a wet developer is used, the

developer shall be applied to the parts,

immediately after washing, by immersing the

parts in the tank containing the watersuspended powder or by spraying or flowing

the suspension onto the parts. The

suspension shall be suitably agitated either

during or immediately prior to application to

parts. Immersed parts shall be removed from

the wet developer; excess developer shall be

allowed to drain off all parts. Special care

shall be taken to remove excess developer

from pockets, recesses, holes, threads, and

corners so that the developer will not mask

indications.

(x) When a dry developer or no developer

is used, the parts shall be dried as thoroughly

as possible by exposure to clean air. Drying

of parts may be accomplished by evaporation

at room temperature or by placing the parts

in a circulating warm air oven or in the air

stream of a hot air dryer. Excessive drying

time or part temperatures higher than 80° C

(180° F) should be avoided to prevent

evaporation of the penetrant.

(xi) When a dry developer is used, the

developing powder shall be applied

uniformly over the areas of the parts to be

inspected by either dusting or powder-box

immersion.

(xii) After sufficient time has been allowed

to develop indications, parts shall be

examined under a black light. Examination

shall be made in a darkened enclosure unless

AMS 3157 penetrant is used, in which case

examination may be made under normal

shop lighting but shaded from direct

sunlight.

(xiii) When greater sensitivity is desired,

the parts may be heated to 65–85 °C (150–

185 °F) before immersion in the penetrant

and/or before black light examination. To

prevent evaporation, preheated parts hall

remain fully immersed in the penetrant until

cooled.

(xiv) Parts shall be cleaned, as necessary,

to remove penetrant and developer.

(xv) Interpretation of the indications

revealed by this inspection procedure and

final disposition of the parts shall be the

responsibility of only qualified personnel

having experience with fluorescent penetrant

inspection.

(xvi) Parts having discontinuities (cracks)

shall be rejected.

(2) Dye penetrant inspection, as follows:

Note: Military Specification MIL–I–6866

and American Society of Testing Materials

specifications ASTM E1417–93 and E165–9

contain additional information on dye

penetrant inspection processes.

(i) Preparation: clean and dry all parts in

such a manner as to leave the surfaces free

from grease, oil, soaps, alkalis, and other

substances which would interfere with

inspection. Vapor degreasing is generally

suitable for this purpose.

(ii) Penetrant Application Procedure: after

preparation, spray or brush the parts with the

penetrant, and allow to stand for not less

than 5 minutes. The effectiveness of the

penetrant increases if left standing for a

longer time, as the penetrant will reach finer

discontinuities.

(iii) Penetrant Cleaning: clean the parts

thoroughly using a medium which will

remove penetrant from the surfaces of parts;

wash with water when the penetrant is water

soluble. When other than water soluble

penetrants are used, the penetrant shall be

removed with a suitable cleaner. Avoid

excessive cleaning which would remove the

penetrant from discontinuities.

(iv) Drying: dry the parts as thoroughly as

possible. Drying of parts may be

accomplished by evaporation at room

temperature or by placing the parts in a

circulating warm air oven or in the air stream

of a hot air dryer. Avoid excessive drying

time or drying temperatures above 75 °C (165

°F) to prevent excessive evaporation of the

penetrant. If heat is used for drying parts,

cool parts to approximately 50 °C (120 °F)

before proceeding to the developing

procedure.

(v) Developing: apply the developer to the

dry parts as lightly and as evenly as possible,

using as thin a coating of developer as is

possible. A translucent film is adequate. Mix

wet developer by agitation immediately prior

to applying it. After applying the developer,

take care that no penetrant indication is

disturbed or obliterated in subsequent

handling.

(vi) Examination: examine the developed

penetrant indications in accordance with the

dye penetrant manufacturer’s instructions.

Examine parts for indications of

discontinuities open to the surface.

(vii) Final cleaning: clean the parts

following the inspection to remove penetrant

and developer.

Note 1: Caution: because of differences

among penetrants, take care to ensure that

the final cleaner, the penetrant, the penetrant

remover, and the developer are suitable for

use with each other.

Note 2: Caution: all penetrant materials

should be kept as free from moisture as

possible.

Note 3: Caution: most penetrants, cleaning

agents, and developer suspensions are low

flash point material; use caution to prevent

fires.

(3) Etching inspection, as follows:

(i) For TCM C75, C85, C90, O–200 and R–

R C90 and O–200 series engines, in

accordance with paragraph 13–7 of TCM

Overhaul Manual Form X–30010, dated

January 1984.

(ii) For TCM C125, C145, O–300, GO–300

and R–R O–300 series engines, in accordance

with paragraphs 5(b)(1), 5(b)(2), and 5(b)(3) of

TCM Overhaul Manual Form X–30013, dated

June 1982.

(b) At the next cylinder removal from the

engine, or engine overhaul, whichever occurs

first, after the effective date of this AD,

dimensionally inspect cylinders for looseness

of the rocker shaft in accordance with page

22, paragraph 5, and Table IX of TCM

Overhaul Manual Form X–30013, dated June

1982, for TCM C125, C145, O–300, GO–300

and R–R O–300 series engines, and the

dimensions table in paragraph 13–8 of TCM

Overhaul Manual Form X–30010, dated

January 1984, for TCM C75, C85, C90, O–200

and R–R C90 and O–200 series engines; as

applicable.

(1) Cylinders that do not exhibit

dimensional looseness of the rocker shaft

beyond the limits specified in the applicable

TCM overhaul manual may be returned to

service.

(2) For cylinders that exhibit dimensional

looseness of the rocker shaft, beyond the

limits specified in the applicable TCM

overhaul manual, accomplish the following:

(i) Replace with a serviceable cylinder; or

(ii) Install bushings in accordance with the

instructions on page 27 of TCM Overhaul

Manual, Form X–30013, dated June 1982, for

TCM C125, C145, O–300, GO–300 and R–R

O–300 series engines; or the instructions on

page 85 of TCM Overhaul Manual, Form X–

30010, dated January 1984, for TCM models

C75, C85, C90, O–200 and RR C90 and O–

200 series engines, as applicable.

(iii) After repairing a cylinder perform an

additional inspection of the cylinder rocker

shaft bosses for cracks using fluorescent

penetrant, dye penetrant, or etching methods,

and replace, if necessary, with a serviceable

cylinder.
Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations 2711

(c) Thereafter, at each subsequent cylinder

or engine overhaul, reinspect cylinder rocker

bosses and rocker shafts in accordance with

paragraphs (a) and (b) of this AD.

(d) An alternative method of compliance or

adjustment of the initial compliance time

that provides an acceptable level of safety

may be used if approved by the Manager,

Atlanta Aircraft Certification Office. The

request should be forwarded through an

appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Atlanta Aircraft Certification

Office.

Note: Information concerning the existence

of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta Aircraft

Certification Office.

(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 aircraft to

a location where the requirements of this AD

can be accomplished.

(f) This amendment becomes effective on

February 13, 1996.

Issued in Burlington, Massachusetts, on

January 11, 1996.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 96–1409 Filed 1–26–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 71

[Airspace Docket No. 95–AWP–42]

Amendment of Class E Airspace;

Phoenix, AZ

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action amends the Class

E airspace area at Phoenix, AZ.

Additional controlled airspace is

required for aircraft arriving Phoenix

Sky Harbor International Airport. The

intended effect of this action is to

improve service to the users and reduce

controller workload for those aircraft

inbound to Phoenix Sky Harbor

International Airport, Phoenix, AZ.

EFFECTIVE DATE: 0901 UTC, April 25,

1996.

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:

History

On December 7, 1995, the FAA

proposed to amend part 71 of the

Federal Aviation Regulations (14 CFR

part 71) by amending the Class E

airspace area at Phoenix, AZ.

Interested parties were invited to

participate in this rulemaking

proceeding by submitting written

comments on the proposal to the FAA.

No comments to the proposal were

received. Class E airspace designations

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. Class E airspace designations

listed in this document will be

published subsequently in this order.

The Rule

The amendment to part 71 of the

Federal Aviation Regulations (14 CFR

part 71) amends the Class E airspace

area at Phoenix, AZ. The intended effect

of this action is to provide additional

controlled airspace for aircraft arriving

at Phoenix Sky Harbor International

Airport, Phoenix, AZ.

The FAA has determined that this

regulation only involves an established

body of technical regulations for which

frequent and routine amendments are

necessary to keep them operationally

current. Therefore, this regulation—(1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 10034; February 26, 1979); and (3)

does not warrant preparation of a

Regulatory Evaluation as the anticipated

impact is so minimal. Since this is a

routine matter that will only affect air

traffic procedures and air navigation, it

is certified that this rule will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of the Amendment

In consideration of the foregoing, the

Federal Aviation Administration

amends 14 CFR part 71 as follows:

PART 71—[AMENDED]

1. The authority citation for 14 CFR

part 71 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40103, 40113,

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9C, Airspace

Designations and Reporting Points,

dated August 17, 1995, and effective

September 16, 1995, is amended as

follows:

Paragraph 6005 Class E airspace areas

extending upward from 700 feet or more

above the surface of the earth.

* * * * *

AWP AZ E5 Phoenix Sky Harbor

International Airport, AZ [Revised]

Phoenix Sky Harbor International Airport,

Phoenix, AZ

(lat. 33°26′10′′ N, long. 112°00′34′′ W)

Williams Gateway Airport, AZ

(lat. 33°18′28′′ N, long. 111°39′19′′ W)

Luke AFB, AZ

(lat. 33°32′06′′ N, long. 112°22′59′′ W)

That airspace extending upward from 700

feet above the surface within a 17.4-mile

radius of Luke AFB and within a 17.4-mile

radius of Williams Gateway Airport and

within 2 parallel tangent lines connecting the

two 17.4-mile radius circles, and that

airspace northwest of Phoenix Sky Harbor

International Airport bounded by a line

beginning at lat. 33°59′00′′ N, long.

112°38′03′′ W; to lat. 33°49′24′′ N, long.

112°25′34′′ W, thence counterclockwise via

the 17.4-mile radius of Luke AFB to lat.

33°42′00′′ N, long. 112°40′08′′ W; to lat.

33°44′00′′ N, long. 112°45′03′′ W; to lat.

33°55′00′′ N, long. 112°45′03′′ W, to the point

of beginning. That airspace extending

upward from 1,200 feet above the surface

bounded by a line beginning at lat. 34°10′00′′

N, long. 112°39′03′′ W; to lat. 34°10′00′′ N,

long. 111°30′03′′ W; to lat. 34°00′00′′ N, long.

110°52′02′′ W; lat. 32°33′00′′ N, long.

110°52′02′′ W; to lat. 32°33′00′′ N, long.

112°00′02′′ W; to lat. 32°51′00′′ N, long.

112°37′03′′ W; to lat. 32°51′00′′ N, long.

113°00′03′′ W; to lat. 33°19′00′′ N, long.

113°00′03′′ W; to lat. 33°19′00′′ N, long.

113°10′03′′ W; to lat. 34°00′00′′ N, long.

113°10′03′′ W; to lat. 34°00′00′′ N, long.

112°52′03′′ W, thence to the point of

beginning. That airspace extending upward

from 5,500 feet MSL west of Phoenix Sky

Harbor International Airport bounded on the

north by the south edge of V–16, on the east

by the west boundary of the 1,200 foot

portion of the Class E airspace area; on the

south by the north edge of V–66 and on the

west by long. 114°00′03′′ W, excluding that

airspace within Restricted Areas R–2308A,

R–2308B, R–2308C, and R–2307. That

airspace extending upward from 7,000 MSL

bounded on the north by lat. 34°00′00′′ N, on

the east by long. 113°10′03′′ W; on the south

by the north edge of V–16 and on the west

by long. 114°00′03′′ W. That airspace

extending upward from 9,500 feet MSL

bounded on the north by the south edge of

V–12, on the east by the west edge of V–327,

on the south and southeast by the north and

northwest boundary of the 1,200 foot portion

of the Class E airspace area, and on the

southwest by a line extending from lat.

34°08′48′′ N, long. 112°40′37′′ W, to the point

of intersection on long. 113°10′03′′ W, and

the south edge of V–12. That airspace

extending upward from 10,500 feet MSL

bounded on the north by the south edge of

V–12/264, on the southeast by the northwest

edge of V–567 and on the west by the east