33324 Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No. CE298; Special Condition No. 

23–238–SC] 

Special Conditions: Maule Aerospace 

Technology, Inc.; Maule Model M–7– 

230, M–7–230C, and M–9–230 

Airplanes; Diesel Cycle Engine Using 

Turbine (Jet) Fuel 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Maule Model M–7–230, 

M–7–230C, and M–9–230 airplanes with 

a Societe de Motorisation Aeronautiques 

(SMA) Model SR305–230 aircraft diesel 

engine (ADE). This airplane will have a 

novel or unusual design feature(s) 

associated with the installation of a 

diesel cycle engine utilizing turbine (jet) 

fuel. The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for 

installation of this new technology 

engine. These special conditions 

contain the additional safety standards 

that the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: The effective date of these 

special conditions is July 2, 2009. 

We must receive your comments by 

August 12, 2009. 

ADDRESSES: Mail two copies of your 

comments to: Federal Aviation 

Administration, Regional Counsel, 

ACE–7, Attention: Rules Docket CE298, 

901 Locust, Room 506, Kansas City, 

Missouri 64106. You may deliver two 

copies to the Rules Docket at the above 

address. Mark your comments Docket 

No. CE298. You may inspect comments 

in the Rules Docket weekdays, except 

Federal holidays, between 7:30 a.m. and 

4 p.m. 

FOR FURTHER INFORMATION CONTACT: 

Peter L. Rouse, Federal Aviation 

Administration, Aircraft Certification 

Service, Small Airplane Directorate, 

ACE–111, 901 Locust, Kansas City, 

Missouri, 816–329–4135, fax 816–329– 

4090. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice and 

opportunity for prior public comment 

hereon are impracticable because these 

procedures would significantly delay 

issuance of the design approval and 

thus delivery of the affected aircraft. In 

addition, the substance of these special 

conditions has been subject to the 

public comment process in several prior 

instances with no substantive comments 

received. The FAA, therefore, finds that 

good cause exists for making these 

special conditions effective upon 

issuance. 

Comments Invited 

We invite interested persons to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. We ask that you send 

us two copies of written comments. 

We will file in the docket all 

comments we receive, as well as a 

report summarizing each substantive 

public contact with FAA personnel 

about these special conditions. You may 

inspect the docket before and after the 

comment closing date. If you wish to 

review the docket in person, go to the 

address in the ADDRESSES section of this 

preamble between 7:30 a.m. and 4 p.m. 

Monday through Friday, except Federal 

holidays. 

We will consider all comments we 

receive by the closing date for 

comments. We will consider comments 

filed late if it is possible to do so 

without incurring expense or delay. We 

may change these special conditions 

based on the comments we receive. 

If you want us to let you know we 

received your comments on these 

special conditions, send us a preaddressed, stamped postcard on which 

the docket number appears. We will 

stamp the date on the postcard and mail 

it back to you. 

Background 

On July 16, 2007, Maule Aerospace 

Technology, Inc., applied through the 

Atlanta Aircraft Certification Office to 

amend Type Certificate 3A23 by 

certifying derivative Maule airplane 

Models M–7–230, M–7–230C, and M–9– 

230 to include the installation of a 

Societe de Motorisation Aeronautiques 

(SMA) Model SR305–230 aircraft diesel 

engine. The SMA Model SR305–230 

aircraft diesel engine was previously 

type certificated in the United States 

under type certificate number 

E00067EN. 

In anticipation of the reintroduction 

of diesel engine technology into the 

small airplane fleet, the FAA issued 

Policy Statement PS–ACE100–2002–004 

on May 15, 2004, which identified areas 

of technological concern involving 

introduction of new technology diesel 

engines into small airplanes. For a more 

detailed summary of the FAA’s 

development of diesel engine 

requirements, refer to this policy. 

The general areas of concern involved 

the power characteristics of the diesel 

engines, the use of turbine fuel in an 

airplane class that has typically been 

powered by gasoline fueled engines, and 

the vibration characteristics and failure 

modes of diesel engines. These concerns 

were identified after review of the 

historical record of diesel engine used 

in aircraft and a review of the 14 CFR 

part 23 regulations, which identified 

specific regulatory areas that needed to 

be evaluated for applicability to diesel 

engine installations. These concerns are 

not considered universally applicable to 

all types of possible diesel engines and 

diesel engine installations. However, 

after review of the SMA installation on 

the Maule Airplane, and applying the 

provisions of the diesel policy, the FAA 

proposes these fuel system and engine 

related special conditions. Other special 

conditions issued in a separate notice 

include special conditions for HIRF and 

application of § 23.1309 provisions to 

the Full Authority Digital Engine 

Control (FADEC). 

Type Certification Basis 

Under the provisions of § 21.101, 

Maule Aerospace Technology, Inc., 

must show that the Maule Model M–7– 

230, M–7–230C, and M–9–230 airplanes 

with the installation of an SMA Model 

SR305–230 meet the applicable 

provisions of 14 CFR part 23, as 

amended by Amendments 23–1 through 

23–55 and Civil Air Regulations (CAR) 

3 thereto. In addition, the certification 

basis includes special conditions and 

equivalent levels of safety for the 

following: 

Special Conditions 

• Engine torque (Provisions similar to 

§ 23.361, paragraphs (b)(1) and (c)(3)). 

• Flutter (Compliance with § 23.629, 

paragraphs (e)(1) and (2)). 

• Powerplant—Fuel System—Fuel 

system with water saturated fuel. 

(Compliance with § 23.951 

requirements.) 

• Powerplant—Fuel System—Fuel 

system hot weather operation. 

(Compliance with § 23.961 

requirements.) 

• Powerplant—Fuel system—Fuel 

tank filler connection. (Compliance with 

§ 23.973(f) requirements.) 

• Powerplant—Fuel system—Fuel 

tank outlet. (Compliance with § 23.977 

requirements.) 

• Equipment—General—Powerplant 

Instruments. (Compliance with 

§ 23.1305 requirements.) 


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• Operating Limitations and 

Information—Powerplant limitations— 

Fuel grade or designation. (Compliance 

with § 23.1521(d) requirements.) 

• Markings and Placards— 

Miscellaneous markings and placards— 

Fuel, oil, and coolant filler openings. 

(Compliance with § 23.1557(c)(1) 

requirements.) 

• Powerplant—Fuel system—Fuel 

Freezing. 

• Powerplant Installation—One 

cylinder inoperative. 

• Powerplant Installation—High 

Energy Engine Fragments. 

Equivalent levels of safety for: 

• Ignition switches § 23.1145 

The type certification basis includes 

exemptions, if any; equivalent level of 

safety findings, if any; and the special 

conditions adopted by this rulemaking 

action. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., part 23) do not contain adequate or 

appropriate safety standards for the 

Maule Model M–7–230, M–7–230C, and 

M–9–230 airplanes with the installation 

of an SMA Model SR305–230 ADE 

because of a novel or unusual design 

feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Maule Model M–7–230, 

M–7–230C, and M–9–230 airplanes with 

the installation of an SMA Model 

SR305–230 ADE must comply with the 

noise certification requirements of 14 

CFR part 36. 

The FAA issues special conditions, as 

appropriate, as defined in § 11.19, under 

§ 11.38, and they become part of the 

type certification basis under § 21.101. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the applicant apply 

for a supplemental type certificate or 

amended type certificate to modify any 

other model included on the same type 

certificate to incorporate the same novel 

or unusual design feature, the special 

conditions would also apply to the other 

model under the provisions of § 21.101. 

Novel or Unusual Design Features 

The Maule Model M–7–230, M–7– 

230C, and M–9–230 airplanes with the 

installation of an SMA Model SR305– 

230 ADE will incorporate the following 

novel or unusual design features: The 

Maule Model M–7–230, M–7–230C, and 

M–9–230 airplanes with the installation 

of an SMA Model SR305–230 ADE will 

incorporate an aircraft diesel engine 

utilizing turbine (jet) fuel. 

Applicability 

As discussed above, these special 

conditions are applicable to the Maule 

Model M–7–230, M–7–230C, and M–9– 

230 airplanes with the installation of an 

SMA Model SR305–230 ADE. Should 

Maule apply at a later date for a change 

to the type certificate to modify any 

other model included on Type 

Certificate No. 3A23 to incorporate the 

same novel or unusual design feature, 

the special conditions would apply to 

that model as well. 

Conclusion 

Under standard practice, the effective 

date of final special conditions would 

be 30 days after the date of publication 

in the Federal Register; however, as the 

certification date for the Maule Model 

M–7–230, M–7–230C, and M–9–230 

airplanes is imminent, the FAA finds 

that good cause exists to make these 

special conditions effective upon 

issuance. 

This action affects only certain novel 

or unusual design features on the Maule 

Model M–7–230, M–7–230C, and M–9– 

230 airplanes with the installation of an 

SMA Model SR305–230 ADE. It is not 

a rule of general applicability, and it 

affects only the applicant who applied 

to the FAA for approval of these features 

on the airplane. 

List of Subjects in 14 CFR Part 23 

Aircraft, Aviation safety, Signs and 

symbols. 

Citation 

■ The authority citation for these 

special conditions is as follows: 

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

44701; 14 CFR 21.16, and 21.101; and 14 CFR 

11.38 and 11.19. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for the Maule Model 

M–7–230, M–7–230C, and M–9–230 

airplanes with the installation of an 

SMA Model SR305–230 ADE. 

1. Engine torque (Provisions similar to 

§ 23.361, paragraphs (b)(1) and (c)(3)): 

(a) For diesel engine installations, the 

engine mounts and supporting structure 

must be designed to withstand the 

following: 

(1) A limit engine torque load 

imposed by sudden engine stoppage due 

to malfunction or structural failure. 

The effects of sudden engine stoppage 

may alternately be mitigated to an 

acceptable level by utilization of 

isolators, dampers, clutches and similar 

provisions, so that unacceptable load 

levels are not imposed on any structure. 

(b) The limit engine torque obtained 

in CAR 3.195(a)(1) and (a)(2) or 14 CFR 

§ 23.361(a)(1) and (a)(2) must be 

obtained by multiplying the mean 

torque by a factor of four in lieu of the 

factor of two required by CAR 3.195(b) 

and 14 CFR § 23.361(c)(3). 

2. Flutter—(Compliance with § 23.629 

(e)(1) and (e)(2) requirements): 

The flutter evaluation of the airplane 

done in accordance with 14 CFR 

§ 23.629 must include— 

(a) Whirlmode degree of freedom 

which takes into account the stability of 

the plane of rotation of the propeller 

and significant elastic, inertial, and 

aerodynamic forces, and 

(b) Propeller, engine, engine mount 

and airplane structure stiffness and 

damping variations appropriate to the 

particular configuration, and 

(c) Showing the airplane is free from 

flutter with one cylinder inoperative. 

3. Powerplant—Fuel System—Fuel 

system with water saturated fuel 

(Compliance with § 23.951 

requirements): 

Considering the fuel types used by 

diesel engines, the applicant must 

comply with the following: 

Each fuel system for a diesel engine 

must be capable of sustained operation 

throughout its flow and pressure range 

with fuel initially saturated with water 

at 80 °F and having 0.75cc of free water 

per gallon added and cooled to the most 

critical condition for icing likely to be 

encountered in operation. 

Methods of compliance that are 

acceptable for turbine engine fuel 

systems requirements of § 23.951(c) are 

also considered acceptable for this 

requirement. 

4. Powerplant—Fuel System—Fuel 

flow (Compliance with § 23.955(c) 

requirements): 

In lieu of 14 CFR 23.955(c), engine 

fuel system must provide at least 100 

percent of the fuel flow required by the 

engine, or the fuel flow required to 

prevent engine damage, if that flow is 

greater than 100 percent. The fuel flow 

rate must be available to the engine 

under each intended operating 

condition and maneuver. The 

conditions may be simulated in a 

suitable mockup. This flow must be 

shown in the most adverse fuel feed 

condition with respect to altitudes, 

attitudes, and any other condition that 

is expected in operation. 

5. Powerplant—Fuel System—Fuel 

system hot weather operation 

(Compliance with § 23.961 

requirements): 


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In place of compliance with § 23.961, 

the applicant must comply with the 

following: 

Each fuel system must be free from 

vapor lock when using fuel at its critical 

temperature, with respect to vapor 

formation, when operating the airplane 

in all critical operating and 

environmental conditions for which 

approval is requested. For turbine fuel, 

or for aircraft equipped with diesel 

cycle engines that use turbine or diesel 

type fuels, the initial temperature must 

be 110 °F, -0°, +5° or the maximum 

outside air temperature for which 

approval is requested, whichever is 

more critical. 

The fuel system must be in an 

operational configuration that will yield 

the most adverse, that is, conservative 

results. 

To comply with this requirement, the 

applicant must use the turbine fuel 

requirements and must substantiate 

these by flight-testing, as described in 

Advisory Circular AC 23–8B, Flight Test 

Guide for Certification of Part 23 

Airplanes. 

6. Powerplant—Fuel system—Fuel 

tank filler connection (Compliance with 

§ 23.973(f) requirements): 

In place of compliance with 

§ 23.973(e) and (f), the applicant must 

comply with the following: 

For airplanes that operate on turbine 

or diesel type fuels, the inside diameter 

of the fuel filler opening must be no 

smaller than 2.95 inches. 

7. Powerplant—Fuel system—Fuel 

tank outlet (Compliance with § 23.977 

requirements): 

In place of compliance with 

§ 23.977(a)(1) and (a)(2), the applicant 

will comply with the following: 

There must be a fuel strainer for the 

fuel tank outlet or for the booster pump. 

This strainer must, for diesel engine 

powered airplanes, prevent the passage 

of any object that could restrict fuel flow 

or damage any fuel system component. 

8. Equipment—General—Powerplant 

Instruments (Compliance with 

§ 23.1305): 

In addition to compliance with 

§ 23.1305, the applicant will comply 

with the following: 

The following are required in addition 

to the powerplant instruments required 

in § 23.1305: 

(a) A fuel temperature indictor, or 

(b) An outside air temperature (OAT) 

indicator. 

(c) An indicating means for the fuel 

strainer or filter required by § 23.997 to 

indicate the occurrence of 

contamination of the strainer or filter 

before it reaches the capacity 

established in accordance with 

§ 23.997(d). 

Alternately, no indicator is required if 

the engine can operate normally for a 

specified period with the fuel strainer 

exposed to the maximum fuel 

contamination as specified in MIL– 

5007D and provisions for replacing the 

fuel filter at this specified period (or a 

shorter period) are included in the 

maintenance schedule for the engine 

installation. 

9. Operating Limitations and 

Information—Powerplant limitations— 

Fuel grade or designation (Compliance 

with § 23.1521 requirements): 

All engine parameters that have limits 

specified by the engine manufacturer for 

takeoff or continuous operation must be 

investigated to ensure they remain 

within those limits throughout the 

expected flight and ground envelopes 

(e.g., maximum and minimum fuel 

temperatures, ambient temperatures, as 

applicable, etc.). This is in addition to 

the existing requirements specified by 

14 CFR 23.1521(b) and (c). If any of 

those limits can be exceeded, there must 

be continuous indication to the flight 

crew of the status of that parameter with 

appropriate limitation markings. 

Instead of compliance with 

§ 23.1521(d), the applicant must comply 

with the following: 

The minimum fuel designation (for 

diesel engines) must be established so 

that it is not less than that required for 

the operation of the engines within the 

limitations in paragraphs (b) and (c) of 

§ 23.1521. 

10. Markings and Placards— 

Miscellaneous markings and placards— 

Fuel, oil, and coolant filler openings 

(Compliance with § 23.1557(c)(1) 

requirements): 

Instead of compliance with 

§ 23.1557(c)(1), the applicant must 

comply with the following: 

Fuel filler openings must be marked 

at or near the filler cover with— 

For diesel engine-powered 

airplanes— 

(a) The words ‘‘Jet Fuel’’; and 

(b) The permissible fuel designations, 

or references to the Airplane Flight 

Manual (AFM) for permissible fuel 

designations. 

(c) A warning placard or note that 

states the following or similar: 

‘‘Warning—this airplane equipped 

with an aircraft diesel engine, service 

with approved fuels only.’’ 

The colors of this warning placard 

should be black and white. 

11. Powerplant—Fuel system—FuelFreezing: 

If the fuel in the tanks cannot be 

shown to flow suitably under all 

possible temperature conditions, then 

fuel temperature limitations are 

required. These will be considered as 

part of the essential operating 

parameters for the aircraft and must be 

limitations. 

A minimum takeoff temperature 

limitation will be determined by testing 

to establish the minimum cold-soaked 

temperature at which the airplane can 

operate. The minimum operating 

temperature will be determined by 

testing to establish the minimum 

operating temperature acceptable after 

takeoff from the minimum takeoff 

temperature. If low temperature limits 

are not established by testing, then a 

minimum takeoff and operating fuel 

temperature limit of 5 °F above the 

gelling temperature of Jet A will be 

imposed. The low temperature limit 

may be 5 °F above the gelling 

temperature of Jet A with fuel additives, 

if the additives are included in the 

limitations section of the Airplane 

Flight Manual. A display in the cockpit 

of either fuel temperature or outside 

temperature is required. 

12. Powerplant Installation—One 

cylinder inoperative: 

It must be shown by test or analysis, 

or by a combination of methods, that the 

airframe can withstand the shaking or 

vibratory forces imposed by the engine 

if a cylinder becomes inoperative. Diesel 

engines of conventional design typically 

have extremely high levels of vibration 

when a cylinder becomes inoperative. 

No unsafe condition will exist in the 

case of an inoperative cylinder before 

the engine can be shut down. The 

resistance of the airframe structure, 

propeller, and engine mount to shaking 

moment and vibration damage must be 

investigated. It must be shown by test or 

analysis, or by a combination of 

methods, that shaking and vibration 

damage from the engine with an 

inoperative cylinder will not cause a 

catastrophic airframe, propeller, or 

engine mount failure. 

13. Powerplant Installation—High 

Energy Engine Fragments: 

It may be possible for diesel engine 

cylinders (or portions thereof) to fail 

and physically separate from the engine 

at high velocity (due to the high internal 

pressures). This failure mode will be 

considered possible in engine designs 

with removable cylinders or other nonintegral block designs. The following is 

required: 

(1) It must be shown by the design of 

the engine that engine cylinders, other 

engine components or portions thereof 

(fragments) cannot be shed or blown off 

of the engine in the event of a 

catastrophic engine failure; or 

(2) It must be shown that all possible 

liberated engine parts or components do 

not have adequate energy to penetrate 

engine cowlings; or 


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Federal Register / Vol. 74, No. 132 / Monday, July 13, 2009 / Rules and Regulations 33327 

(3) Assuming infinite fragment 

energy, and analyzing the trajectory of 

the probable fragments and components, 

any hazard due to liberated engine parts 

or components will be minimized and 

the possibility of crew injury 

eliminated. Minimization must be 

considered during initial design and not 

presented as an analysis after design 

completion. 

Issued in Kansas City, Missouri, on July 2, 

2009. 

Scott A. Horn, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–16476 Filed 7–10–09; 8:45 am] 

BILLING CODE 4910–13–P 

SOCIAL SECURITY ADMINISTRATION 

20 CFR Parts 404 and 416 

[Docket No. SSA–2009–0023] 

RIN 0960–AH01 

Attorney Advisor Program Sunset Date 

Extension 

AGENCY: Social Security Administration. 

ACTION: Final rule. 

SUMMARY: We are extending for two 

years our rule authorizing attorney 

advisors to conduct certain prehearing 

procedures and to issue fully favorable 

decisions. The current rule is scheduled 

to expire on August 10, 2009. In this 

final rule, we are extending the sunset 

date to August 10, 2011. We are making 

no other substantive changes. 

DATES: This final rule is effective July 

13, 2009. 

FOR FURTHER INFORMATION CONTACT: 

Marilyn Hull, Social Security 

Administration, 5107 Leesburg Pike, 

Falls Church, VA 22041–3260, 703– 

605–8500 for information about this 

final rule. For information on eligibility 

or filing for benefits, call our national 

toll-free number, 1–800–772–1213 or 

TTY 1–800–325–0778, or visit our 

Internet site, Social Security Online, at 

http://www.socialsecurity.gov. 

SUPPLEMENTARY INFORMATION: 

Electronic Version 

The electronic file of this document is 

available on the date of publication in 

the Federal Register at http://

www.gpoaccess.gov/fr/index.html. 

Background 

On August 9, 2007, we issued an 

interim final rule permitting some 

attorney advisors to conduct certain 

prehearing procedures. 72 FR 44763. We 

instituted this practice to enable us to 

provide more timely service to the 

increasing number of applicants for 

Social Security disability benefits and 

SSI payments based on disability. We 

considered the public comments we 

received on the interim final rule and, 

on March 3, 2008, issued the rule 

without change as a final rule. 73 FR 

11349. Under this rule, attorney 

advisors may develop claims and, in 

appropriate cases, issue fully favorable 

decisions. 

We included in the interim final rule 

a provision that the program would end 

on August 10, 2009, unless we decided 

to either terminate the rule earlier or to 

extend it beyond that date. We 

explained that we would announce any 

such termination or extension by 

publishing a final rule. 72 FR 44763, 

44764 (August 10, 2007). 

Explanation of Changes 

The number of requests for hearings 

has increased significantly in recent 

years, and we expect that trend to 

continue. While we are pursuing a 

number of initiatives to address this 

increase, it will take time to feel the full 

effects. The attorney advisor program is 

an important part of our ongoing efforts 

to decide cases efficiently, issue 

decisions timely, and reduce the 

number of claims pending at the hearing 

level. Accordingly, we have decided to 

extend the attorney advisor rule for two 

more years, until August 10, 2011. As 

before, we are reserving the authority to 

end the program earlier, or to extend it, 

by publishing a final rule in the Federal 

Register. 

We are also making a minor editorial 

change to the language in this rule. We 

are changing the term ‘‘wholly 

favorable’’ to ‘‘fully favorable’’ in 

§§ 404.942 and 416.1442, for clarity and 

consistency. 

Regulatory Procedures 

Justification for Issuing Final Rule 

Without Notice and Comment 

We follow the Administrative 

Procedure Act (APA) rulemaking 

procedures specified in 5 U.S.C. 553 

when developing regulations. Section 

702(a)(5) of the Social Security Act, 42 

U.S.C. 902(a)(5). The APA provides 

exceptions to its notice and public 

comment procedures when an agency 

finds there is good cause for dispensing 

with such procedures because they are 

impracticable, unnecessary, or contrary 

to the public interest. We have 

determined that good cause exists for 

dispensing with the notice and public 

comment procedures for this rule. 5 

U.S.C. 553(b)(B). Good cause exists 

because this final rule only extends the 

sunset date of an existing rule. It makes 

no substantive changes to the rule. The 

current regulations expressly provide 

that we may extend or terminate this 

rule. Therefore, we have determined 

that opportunity for prior comment is 

unnecessary, and we are issuing this 

rule as a final rule. 

In addition, because we are not 

making any substantive changes to an 

existing rule, there is good cause for 

dispensing with the 30-day delay in the 

effective date of a substantive rule 

provided by 5 U.S.C. 553(d)(3). To 

ensure that we have uninterrupted 

authority to use attorney advisors to 

reduce the number of pending cases at 

the hearing level, it is in the public 

interest to make this final rule effective 

on the date of publication. 

Executive Order 12866 

We have consulted with the Office of 

Management and Budget (OMB) and 

determined that this final rule does not 

meet the criteria for a significant 

regulatory action under Executive Order 

12866 and was not subject to OMB 

formal review. 

Regulatory Flexibility Act 

We certify that this final rule will not 

have a significant economic impact on 

a substantial number of small entities as 

it affects only persons. Therefore, a 

regulatory flexibility analysis is not 

required under the Regulatory 

Flexibility Act, as amended. 

Paperwork Reduction Act 

This final rule contains reporting 

requirements in the regulation sections 

listed below. However, because there 

are fewer than ten respondents for each 

section, the Paperwork Reduction Act of 

1995 does not require us to seek OMB 

clearance for these sections. 


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