Federal Register / Vol. 66, No. 25 / Tuesday, February 6, 2001 / Rules and Regulations 9031

Applicability

Pratt & Whitney Canada (PWC) models

PW306A and PW306B turbofan engines with

compressor rotor 2nd, 3rd, and 4th stage

drum assembly part numbers (P/N’s)

30B4149–01, 30B4539–01, and 30B4725–01,

and impellers P/N’s 30B4183–01, 30B4494–

01, and 30B4564–01 installed. These engines

are installed on but not limited to Dornier

Luftfahrt GmbH 328–300 Jet, and Israel

Aircraft Industries, LTD. Galaxy airplanes.

Note 1: 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

request approval for an alternative method of

compliance in accordance with paragraph (d)

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

Compliance with this AD is required as

indicated, unless already done.

To prevent premature cracking of

compressor rotor 2nd, 3rd, and 4th stage

drum assemblies and impellers which could

result in an uncontained engine failure and

damage to the airplane, accomplish the

following:

Compressor Rotor 2nd, 3rd, and 4th Stage

Drum Assembly, and Impeller New Life

Limit

(a) Remove compressor rotor 2nd, 3rd, and

4th stage drum assembly P/N’s 30B4149–01,

30B4539–01, or 30B4725–01, and impeller P/

N’s 30B4183–01, 30B4494–01, or 30B4564–

01 before exceeding their new life limits in

Table 1, and replace with serviceable parts.

TABLE 1.—NEW LIFE LIMITS

Engine model Part name Part numbers

Flight

count

factor

Life limit

cycles

PW306A .................................................................. Compressor Rotor 2nd, 3rd, and 4th Stage Drum

Assembly.

30B4149–01

30B4539–01

30B4725–01

0.9

0.9

0.9

3,000

3,000

3,000

Impeller ................................................................... 30B4183–01

30B4494–01

30B4564–01

0.9

0.9

0.9

3,000

3,000

3,000

PW306B .................................................................. Compressor Rotor 2nd, 3rd, and 4th Stage Drum

Assembly.

30B4149–01

30B4539–01

30B4725–01

1.0

1.0

1.0

3,000

3,000

3,000

Impeller ................................................................... 30B4183–01

30B4494–01

30B4564–01

1.0

1.0

1.0

3,000

3,000

3,000

Use of Flight Count Factor

(b) For PW306A engines only, multiply

number of flights (takeoffs and landings) by

0.9 to determine cycles.

Examples:

3,333 (flights) × 0.9 (flight count factor) =

3,000 cycles.

2,850 (flights) × 0.9 (flight count factor) =

2,565 cycles.

(c) Except as provided for in paragraph (d)

of this AD, do not install any part identified

by P/N in paragraph (a) of this AD, that

exceed the new life limit.

Alternative Method of Compliance

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Engine

Certification Office (ECO). Operators shall

submit their request through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, ECO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the ECO.

Special Flight Permits

(e) Special flight permits may be issued in

accordance with §§ 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 of This AD

(f) This amendment becomes effective on

February 21, 2001.

Issued in Burlington, MA, on January 30,

2001.

David A. Downey,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 01–3060 Filed 2–5–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–SW–02–AD; Amendment

39–12100; AD 2001–01–52]

RIN 2120–AA64

Airworthiness Directives; Bell

Helicopter Textron Canada Model 407

Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

2001–01–52, which was sent previously

to all known U.S. owners and operators

of Bell Helicopter Textron Canada

(BHTC) Model 407 helicopters by

individual letters. This AD requires,

before further flight, reducing the

maximum approved never exceed

velocity (Vne); inserting a copy of this

AD into the Rotorcraft Flight Manual

(RFM); installing a temporary placard

on the flight instrument panel to

indicate the reduced Vne limit; and

installing a new redline Vne limit on all

airspeed indicators. This amendment is

prompted by an accident resulting from

a suspected tail rotor strike to the

tailboom. The actions specified by this

AD are intended to prevent tail rotor

blades from striking the tailboom,

separation of the aft section of the

tailboom with the tail rotor gearbox and

vertical fin, and subsequent loss of

control of the helicopter.

DATES: Effective February 21, 2001, to

all persons except those persons to

whom it was made immediately

effective by Emergency AD 2001–01–52,

issued on January 10, 2001, which

contained the requirements of this

amendment.

Comments for inclusion in the Rules

Docket must be received on or before

April 9, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

9032 Federal Register / Vol. 66, No. 25 / Tuesday, February 6, 2001 / Rules and Regulations

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 2001–SW–

02–AD, 2601 Meacham Blvd., Room

663, Fort Worth, Texas 76137. You may

also send comments electronically to

the Rules Docket at the following

address: 9-asw-adcomments@faa.gov.

FOR FURTHER INFORMATION CONTACT:

Sharon Miles, Aviation Safety Engineer,

FAA, Rotorcraft Directorate, Regulations

Group, Fort Worth, Texas 76193–0111,

telephone (817) 222–5122, fax (817)

222–5961.

SUPPLEMENTARY INFORMATION: On

September 25, 1998, the FAA issued

Priority Letter AD 98–20–41, Docket No.

98–SW–53–AD, for BHTC Model 407

helicopters, which restricted the

airspeed to 25 knots indicated airspeed

(KIAS) less than the Vne airspeeds

indicated on the airspeed limitation

placard. The priority letter also required

installing an airspeed limitation

placard; marking a redline at a Vne of

115 KIAS; applying a red arc from 115

to 140 KIAS on all airspeed indicators;

and revising the Limitations section of

the RFM that requires pilots to maintain

yaw trim within one ball width of the

centered position of the turn and bank

(slip) indicator. That action was

prompted by two accidents involving

in-flight tail rotor blade strikes against

the tailboom on BHTC Model 407

helicopters. Persons aboard both

helicopters reported hearing a loud

‘‘bang’’ immediately before losing

directional control of the helicopter.

Subsequent inspection of the

helicopters revealed that the aft section

of the tailboom, including the tail rotor,

the tail rotor gearbox, and the vertical

fin, had separated from the helicopters

in-flight. In both cases, inspection of the

retrieved tailbooms confirmed that the

tailbooms had been struck at least three

times by the rotating tail rotor blades.

The specific cause of these two in-flight

tail rotor blade strikes against the

tailboom has not been determined;

however, flight test data indicated that

tail rotor blade strikes were more likely

to occur at higher airspeeds and

altitudes. The data indicated that the

cause of the tail rotor strikes may be

excessive tail rotor blade flapping. Tail

rotor blade flapping may be aggravated

by left pedal input. Excessive tail rotor

flapping, if not corrected, could result in

the tail rotor blades striking the

tailboom, separation of the aft section of

the tailboom with the tail rotor gearbox

and vertical fin, and subsequent loss of

control of the helicopter. Transport

Canada, which is the airworthiness

authority for Canada, issued AD CF–98–

36, dated September 25, 1998, to require

that the airspeed be reduced to

minimize the risk of a tailboom strike

during flight.

After issuing Priority Letter AD 98–

20–41, BHTC issued Technical Bulletin

No. 407–98–13, dated December 12,

1998 (TB), which recommended a

reduction in Vne of only 15 KIAS with

the installation of a left pedal stop to

limit maximum tail rotor blade pitch.

Transport Canada notified the FAA that

an unsafe condition may continue to

exist on BHTC Model 407 helicopters.

Transport Canada advised that installing

the tail rotor pitch-limiting left-pedal

stop in accordance with the TB and

further reducing the Vne were required

to minimize the risk of a tailboom strike

during flight. Transport Canada

classified the TB as mandatory, and

issued AD CF–98–36R3, dated March 5,

1999, to ensure the continued

airworthiness of these helicopters in

Canada. That action was prompted by a

third accident involving an in-flight tail

rotor blade strike against the tailboom

on BHTC Model 407 helicopters. The

pilot in that accident reported that the

helicopter was in straight and level

cruise flight at 110 KIAS in nonturbulent conditions when the

helicopter experienced an

uncommanded left pedal hardover. The

pilot reported that this uncommanded

full left pedal movement was followed

by a loud ‘‘bang’’ and then a loss of

directional control of the helicopter.

Subsequent inspection of the helicopter

revealed that the aft section of the

tailboom, including the tail rotor, the

tail rotor gearbox, and the vertical fin,

had separated from the helicopter inflight. The helicopter did not have the

tail rotor pitch-limiting left-pedal stop

installed.

As a result of BHTC issuing the TB

and because of the additional accident,

the FAA issued Priority Letter AD 99–

06–15, Docket No. 99–SW–16–AD, on

March 9, 1999, that superseded Priority

Letter AD 98–20–41. AD 99–06–15 was

published in the Federal Register as

Amendment 39–11111 (64 FR 16801,

April 7, 1999). AD 99–06–15 required,

before further flight, installing a tail

rotor pitch-limiting left-pedal stop and

adjusting the rigging of the directional

controls; installing a new airspeed

limitation placard; marking a new Vne

limit of 100 KIAS on all airspeed

indicators; and revising the RFM to

reduce the airspeed limitation further

and to maintain the previously revised

yaw-operational limitations. The AD

was intended to prevent the tail rotor

blades from striking the tailboom, which

could result in separation of the aft

section of the tailboom with the tail

rotor gearbox and vertical fin, and

subsequent loss of control of the

helicopter.

After the FAA issued AD 99–06–15,

the manufacturer made a design change

to the tail rotor system to eliminate tail

rotor strikes to the tailboom and also

made design changes to the pedal stop.

Subsequently, the FAA issued

superseding AD 2000–14–16, Docket

No. 2000–SW–10–AD (65 FR 45703,

July 25, 2000) which requires, before

further flight after January 31, 2001,

installing a redesigned tail rotor system

and modifying the vertical fin and

horizontal stabilizer to allow restoring

the Vne to 140 KIAS.

Since the issuance of that AD, there

has been an accident in which a

helicopter flying at approximately 140

KIAS was destroyed on water impact

following an in-flight occurrence. One

of the suspected contributing factors is

an in-flight tail rotor strike to the

tailboom. As a precautionary measure,

pending further investigation into the

accident and before the suspected inflight tail rotor strike can be confirmed

or eliminated, Transport Canada issued

AD No. CF–2001–01, dated January 8,

2001, to reduce Vne speed. The FAA

agrees with this precautionary measure.

Since the unsafe condition described

is likely to exist or develop on other

BHTC Model 407 helicopters of the

same type design, the FAA issued

Emergency AD 2001–01–52 to prevent

tail rotor blades from striking the

tailboom, separation of the aft section of

the tailboom with the tail rotor gearbox

and vertical fin, and subsequent loss of

control of the helicopter. The AD

requires the following before further

flight:

• Reducing the maximum approved

Vne to 100 KIAS if an airspeed actuated

pedal stop is not installed or to 110

KIAS if an airspeed actuated pedal stop

is installed;

• Inserting a copy of this AD into the

RFM;

• Installing a temporary placard on

the flight instrument panel to indicate

the reduced Vne limit; and

• Installing a new redline Vne limit at

either 100 or 110 KIAS, as applicable,

on all airspeed indicators.

The short compliance time involved

is required because the previously

described critical unsafe condition can

adversely affect the structural integrity

of the helicopter. Therefore, the actions

previously listed are required before

further flight, and this AD must be

issued immediately.

Since it was found that immediate

corrective action was required, notice

and opportunity for prior public

comment thereon were impracticable

and contrary to the public interest, and

Federal Register / Vol. 66, No. 25 / Tuesday, February 6, 2001 / Rules and Regulations 9033

good cause existed to make the AD

effective immediately by individual

letters issued on January 10, 2001, to all

known U.S. owners and operators of

BHTC Model 407 helicopters. These

conditions still exist, and the AD is

hereby published in the Federal

Register as an amendment to section

39.13 of the Federal Aviation

Regulations (14 CFR 39.13) to make it

effective to all persons. However, there

was an error in paragraphs (a) and (b) of

the emergency AD. The word

‘‘minimum’’ was inadvertently used

when the intent was to use the word

‘‘maximum.’’ The correction is made in

this AD; the FAA has determined that

this change will neither increase the

economic burden on an operator nor

increase the scope of the AD.

The FAA estimates that 200

helicopters of U.S. registry will be

affected by this AD. It will take

approximately 3 work hours per

helicopter to manufacture and install

each airspeed limitation placard. The

average labor rate is $60 per work hour.

Required parts will cost approximately

$10 per helicopter. Based on these

figures, the total cost impact of the AD

on U.S. operators is estimated to be

$38,000 to install an airspeed limitation

placard on all helicopters in the U.S.

fleet.

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 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 mailed

comments submitted in response to this

rule must submit a self-addressed,

stamped postcard on which the

following statement is made:

‘‘Comments to Docket No. 2001–SW–

02–AD.’’ The postcard will be date

stamped and returned to the

commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it 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 FAA, Office of the

Regional Counsel, Southwest Region,

2601 Meacham Blvd., Room 663, Fort

Worth, Texas 76137.

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

adding a new airworthiness directive to

read as follows:

2001–01–52 Bell Helicopter Textron

Canada: Amendment 39–12100. Docket

No. 2001–SW–02–AD.

Applicability: Model 407 helicopters,

certificated in any category.

Note 1: This AD applies to each helicopter

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For helicopters 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 before further flight,

unless accomplished previously.

To prevent the tail rotor blades from

striking the tailboom, separation of the aft

section of the tailboom with the tail rotor

gearbox and vertical fin, and subsequent loss

of control of the helicopter, accomplish the

following:

(a) For helicopters that do not have an

airspeed actuated pedal stop installed,

reduce the maximum approved placarded

never exceed velocity (Vne) to 100 knots

indicated airspeed (KIAS) except in

autorotation where it remains 100 KIAS

maximum or where the basic flight manual

or operation installation limitations indicate

less than these values.

(b) For helicopters that have an airspeed

actuated pedal stop installed, reduce the

maximum approved placarded Vne to 110

KIAS except in autorotation where it remains

100 KIAS maximum or where the basic flight

manual or operation installation limitations

indicate less than these values.

(c) Insert a copy of this AD into the

Rotorcraft Flight Manual (BHT–407–FM–1) at

the front of the Flight Limitations Section.

(d) Install a temporary locally

manufactured placard on the flight

instrument panel over the existing Vne

placard to indicate the new Vne limit

specified in paragraph (a) or (b) of this AD.

(e) Install a new redline Vne limit at either

100 or 110 KIAS on all airspeed indicators,

corresponding to the new limit specified in

the appropriate paragraph of this AD.

Obscure or remove all previous redline

limits. If the new redline is installed on the

instrument glass, also install a slippage mark

on the glass and on the instrument case.

(f) 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, Regulations

Group, Rotorcraft Directorate, FAA.

Operators shall submit their requests through

an FAA Principal Maintenance Inspector,

who may concur or comment and then send

it to the Manager, Regulations Group.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Regulations Group.

9034 Federal Register / Vol. 66, No. 25 / Tuesday, February 6, 2001 / Rules and Regulations

(g) Special flight permits may be issued in

accordance with 14 CFR 21.197 and 21.199

to operate the helicopter to a location where

the requirements of this AD can be

accomplished provided that the Vne limits

specified in this AD are not exceeded.

(h) This amendment becomes effective on

February 21, 2001, to all persons except those

persons to whom it was made immediately

effective by Emergency AD 2001–01–52,

issued January 10, 2001, which contained the

requirements of this amendment.

Note 3: The subject of this AD is addressed

in Transport Canada (Canada) AD No. CF–

2001–01, dated January 8, 2001.

Issued in Fort Worth, Texas, on January 30,

2001.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 01–3103 Filed 2–5–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF THE TREASURY

Internal Revenue Service

26 CFR Part 1

[TD 8913]

RIN 1545–AW71

Guidance Under Section 355(d);

Recognition of Gain on Certain

Distribution of Stock or Securities;

Corrections

AGENCY: Internal Revenue Service (IRS),

Treasury.

ACTION: Corrections to final regulations.

SUMMARY: This document contains

corrections to final regulations that were

published in the Federal Register on

Wednesday, December 20, 2000 (65 FR

79719), providing guidance relating to

section 355(d), and recognition of gain

on certain distributions of stock and

securities.

DATES: This correction is effective

December 20, 2000.

FOR FURTHER INFORMATION CONTACT:

Michael N. Kaibni (202) 622–7550 (not

a toll-free number).

SUPPLEMENTARY INFORMATION:

Background

The final regulations that are the

subject of these corrections are under

section 355 of the Internal Revenue

Code.

Need for Correction

As published, final regulations (TD

8913) contains errors that may prove to

be misleading and are in need of

clarification.

Correction of Publication

Accordingly, the publication of the

final regulations (TD 8913), which were

the subject of FR Doc. 00–32041, is

corrected as follows:

1. On page 79721, column 2, in the

preamble under the heading

‘‘Transferred With Respect to an Active

Trade or Business.’’, line 11 from the

bottom of the paragraph, the language

§ 1.355–6(d)(3)(iv)(4)(E), the final’’ is

corrected to read ‘‘§ 1.355–6(d)(3)(iv)(E),

the final’’.

2. On page 79722, column 1, in the

preamble, under the heading ‘‘Options’’,

the second paragraph, line 5, the

language ‘‘rights, and national principal

contracts.’’ is corrected to read ‘‘rights,

and notional principal contracts.’’.

§ 1.355–6 [Corrected]

3. On page 79733, column 3, § 1.355–

6(e)(3)(i), line 19, the language ‘‘only to

exchanges that are not treated’’ is

corrected to read ‘‘only to exchanges

that are not’’.

Cynthia E. Grigsby,

Chief, Regulations Unit, Office of Special

Counsel (Modernization & Strategic

Planning).

[FR Doc. 01–2984 Filed 2–5–01; 8:45 am]

BILLING CODE 4830–01–P

ENVIRONMENTAL PROTECTION

AGENCY

40 CFR Part 60

[FRL–6942–8]

RIN 2060–AG22

Amendments to Standards of

Performance for New Stationary

Sources; Monitoring Requirements:

Delay of Effective Date

AGENCY: Environmental Protection

Agency (EPA).

ACTION: Final Rule; Delay of Effective

Date.

SUMMARY: In accordance with the

memorandum of January 20, 2001, from

the Assistant to the President and Chief

of Staff, entitled ‘‘Regulatory Review

Plan,’’ published in the Federal Register

on January 24, 2001, this action

temporarily delays for 60 days the

effective date of the rule entitled

Amendments to Standards of

Performance for New Stationary

Sources; Monitoring Requirements,

published in the Federal Register on

August 10, 2000, 65 FR 48914. That rule

concerns revising monitoring

requirements to Performance

Specification 1 (PS–1) of appendix B to

part 60. The revisions clarify and update

requirements for source owners and

operators who must install and use

continuous stack or duct opacity

monitoring equipment. The revisions

also update design and performance

validation requirements for continuous

opacity monitoring system (COMS)

equipment in appendix B, PS–1.

DATES: The effective date of the final

rule amendments to standards of

performance for new stationary sources;

monitoring requirements, published in

the Federal Register on August 10,

2000, at 65 FR 48914, is delayed for 60

days, from February 6, 2001, to a new

effective date of April 9, 2001.

FOR FURTHER INFORMATION CONTACT: Mr.

David Mobley, Acting Director,

Emissions, Monitoring, and Analysis

Division, (919) 541–5536.

SUPPLEMENTARY INFORMATION: To the

extent that 5 U.S.C. 553 applies to this

action, it is exempt from notice and

comment because it constitutes a rule of

procedure under 5 U.S.C. 553(b)(A).

Alternatively, the Agency’s

implementation of this action without

opportunity for public comment,

effective immediately upon publication

today in the Federal Register, is based

on the good cause exceptions in 5 U.S.C.

553(b)(B) and 553(d)(3), in that seeking

public comment is impracticable,

unnecessary and contrary to the public

interest. The temporary 60-day delay in

effective date is necessary to give

Agency officials the opportunity for

further review and consideration of new

regulations, consistent with the

Assistant to the President’s

memorandum of January 20, 2001.

Given the imminence of the effective

date, seeking prior public comment on

this temporary delay would have been

impractical, as well as contrary to the

public interest in the orderly

promulgation and implementation of

regulations. The imminence of the

effective date is also good cause for

making this rule immediately effective

upon publication.

Dated: February 2, 2001.

Christine Todd Whitman,

Administrator.

[FR Doc. 01–3200 Filed 2–5–01; 8:45 am]

BILLING CODE 6560–50–P