[Federal Register Volume 82, Number 121 (Monday, June 26, 2017)]
[Proposed Rules]
[Pages 28790-28793]
[FR Doc No: 2017-13210]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 33

[Docket No. FAA-2017-0537; Notice No. 33-17-02-SC]

Special Conditions: General Electric Company, GE9X Engine Models;
Endurance Test Special Conditions

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for the General
Electric turbofan engine models GE9X-105B1A, -105B1A1, -105B1A2, -
105B1A3, -102B1A, -102B1A1, -102B1A2, -102B1A3, and -93B1A. These
engine models will be referred to as ``GE9X'' in these special
conditions. The engines will have a novel or unusual design features
associated with the engine design. The applicable airworthiness
regulations do not contain adequate or appropriate safety standards for
this design feature. These proposed 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:  Send your comments on or before August 10, 2017.

ADDRESSES: Send comments identified by docket number FAA-2017-0537
using any of the following methods:
     Federal eRegulations Portal: Go to http://www.regulations.gov and follow the online instructions for sending your
comments electronically.
     Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE., Room
W12-140, West Building Ground Floor, Washington, DC, 20590-0001.
     Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
     Fax: Fax comments to Docket Operations at<PHONE_NUMBER>.
    Privacy: In accordance with 5 U.S.C. 553(c), DOT solicits comments
from the public to better inform its rulemaking process. DOT posts
these comments, without edit, including any personal information the
commenter provides, to www.regulations.gov, as described in the system
of records notice (DOT/ALL-14 FDMS), which can be reviewed at
www.dot.gov/privacy.
    Docket: Background documents or comments received may be read at
http://www.regulations.gov at any time. Follow the online instructions
for accessing the docket or go to the Docket Operations in Room W12-140
of the West Building Ground Floor at 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Dorina Mihail, ANE-111, Engine and
Propeller Directorate, Aircraft Certification Service, 1200 District
Avenue, Burlington, Massachusetts, 01803-5213; telephone (781) 238-
7153; facsimile<PHONE_NUMBER>; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite interested people to participate in this rulemaking by
sending written comments, data, or views. The agency also invites
comments relating to the economic, environmental, energy, or federalism
impacts that might result from adopting the proposals in this document.
The most helpful comments reference a specific portion of the proposed
special conditions, explain the reason for any recommended change, and
include supporting data. To ensure the docket does not contain
duplicate comments, commenters should send only one copy of written
comments, or if comments are filed electronically, commenters should
submit only one time.
    We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
concerning this proposed rulemaking. Before acting on this proposal, we
will consider all comments we receive on or before the closing date for
comments. We will consider comments filed after the comment period has
closed if it is possible to do so without incurring expense or delay.
We may change these special conditions based on the comments we
receive.
    Proprietary or Confidential Business Information: Commenters should
not file proprietary or confidential business information in the
docket. Such information must be sent or delivered directly to the
person identified in the FOR FURTHER INFORMATION CONTACT section of
this document, and marked as proprietary or confidential. If submitting
information on a disk or CD-ROM, mark the outside of the disk or CD-
ROM, and identify electronically within the disk or CD-ROM the specific
information that is proprietary or confidential.
    Under 14 CFR 11.35(b), if the FAA is aware of proprietary
information filed with a comment, the agency does not place it in the
docket. It is held in a separate file to which the public does not have
access, and the FAA places a note in the docket that it has received
it. If the FAA receives a request to examine or copy this information,
it treats it as any other request under the Freedom of Information Act
(5 U.S.C. 552). The FAA processes such a request under Department of
Transportation procedures found in 49 CFR part 7.

Background

    On January 29, 2016, General Electric Company (GE) applied for type
certificate application for GE's GE9X turbofan engine models. The GE9X
engine models are high-bypass-ratio engines that incorporate novel and
unusual design features. The GE9X engine models incorporate new
technologies such that it cannot run the endurance test conditions
prescribed in Sec.  33.87 without significant test-enabling
modifications, making the test vehicle non-representative of the
proposed type design. An alternative endurance test cycle has been
developed that provides a level of safety equivalent with that intended
by Sec.  33.87. The proposed alternate endurance test provides the test
conditions that allow the engine to be run in type design configuration
and demonstrate engine operability and durability as well as systems
functionality to a level intended by the current Sec.  33.87 rule.

Type Certification Basis

    Under the provisions of Title 14, Code of Federal Regulations (14
CFR) 21.17, GE must show that the GE9X engine models meet the
applicable provisions of part 33, as amended by Amendments 33-1 through
33-34.
    If the FAA finds that the applicable airworthiness regulations do
not contain adequate or appropriate safety standards for the GE9X
engine models because of a novel or unusual design feature, special
conditions are prescribed under the provisions of Sec.  21.16.
    Special conditions are initially applicable to the engine model for
which they are issued. Should the type certificate for that engine
model be amended later to include any other engine models that
incorporate the same or similar novel or unusual design features, the
special conditions would also apply to the other engine models under
Sec.  21.101.
    In addition to complying with the applicable product airworthiness
regulations and special conditions, the GE9X engine models must comply
with the fuel venting and exhaust emission requirements of 14 CFR part
34.
    The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec.  11.38, and they become part of the type-
certification basis under Sec.  21.17(a)(2).

Novel or Unusual Design Features

    The GE9X engine models will incorporate the following novel or
unusual design features: Technological advances that reduce noise and
emissions while improving fuel

efficiency and increasing thrust, when compared to previous similar
certificated GE engine models.
    The GE9X series engine type design incorporates new technologies
such that it cannot run the endurance test conditions prescribed in
Sec.  33.87 without significant test-enabling modifications, making the
test vehicle non-representative of the proposed type design. The
modifications needed to run the Sec.  33.87 endurance test have become
increasingly complex over time, and reconciling the test results to the
proposed type design has also become increasingly difficult.
    For past certifications, GE has shown that the proposed engine
design, as modified, still represented the durability and operating
characteristics of the intended type design but the modifications
needed to the GE9X engine model to run the Sec.  33.87 endurance test
cannot be reconciled and would affect the test outcome.

Discussion

    These proposed special conditions provide the necessary conditions
for verification of engine-level and component-level effects as
intended by the current Sec.  33.87 endurance test. The special
conditions include a demonstration for the oil, fuel, air bleed, and
accessory drive systems as required in the current Sec.  33.87
endurance test.
    The level of severity is provided by an engine test demonstration
at the gas path limiting temperature and at shaft speed redlines and at
the most extreme shaft speeds as determined through a critical point
analysis (CPA). In addition, times on condition and cycle counts were
developed to allow additional challenges to the new and novel features
that would not have been as challenged by the current Sec.  33.87 test
schedule. The alternate test demonstrates no potential safety issue
will develop while operating in service.
    The proposed cycles dwell time duration reflect that GE9X does not
have a 10-minute OEI extension for the takeoff rating.
    The special conditions for Sec.  33.4 and Sec.  33.29 are added to
support an equivalent compliance by means of mandatory inspections
prescribed in paragraph (b)(3) of the Sec.  33.87 special conditions.
    These special condition requirements maintain a level of safety
equivalent to the level intended by the applicable airworthiness
standards in effect on the date of application.

Applicability

    As discussed above, the proposed special conditions are applicable
to the GE9X engine model(s). Should GE apply at a later date for a
change to the type certificate to include another model on the same
type certificate incorporating the same novel or unusual design
feature, the special conditions would apply to that model as well.

Conclusion

    This action affects only certain novel or unusual design features
on the GE9X turbofan engine models. It is not a rule of general
applicability and applies only to GE, who requested FAA approval of
this engine feature.

List of Subjects in 14 CFR Part 33

    Aircraft, Engines, Aviation Safety, Reporting and Recordkeeping
requirements.

    The authority citation for these special conditions is as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701, 44702, 44704.

The Proposed Special Conditions

0
Accordingly, the FAA proposes the following special conditions as part
of the type certification basis for the GE9X engine models: GE9X-
105B1A, -105B1A1, -105B1A2, -105B1A3, -102B1A, -102B1A1, -102B1A2, -
102B1A3, and -93B1A.

PART 33--REQUIREMENTS

Sec.  33.4   Instructions for Continued Airworthiness.

    (a) The Airworthiness Limitations section must prescribe the
mandatory post-flight inspections and maintenance actions associated
with any exceedance required by Sec.  33.87, paragraph (b)(3), of these
special conditions.

Sec.  33.29   Instrument connection.

    (a) The engine must have means, or provisions for means, to
automatically record and alert maintenance personnel for each
occurrence of any exceedance required by Sec.  33.87 paragraph (b)(3),
of these special conditions.

Sec.  33.87  Endurance Test.

    (a) General: The applicant must show that the endurance test
schedule in combination with any prescribed mandatory actions provide
an equivalent level of severity and demonstration of durability and
operability as that intended by Sec.  33.87(a) and (b) for a turbofan
engine. When showing that the level of durability is equivalent with
that intended by the rule, the applicant must consider the damage
accumulated during the test for the limiting damage mechanisms for
components and engine systems, up to and including the applicable
limitations declared in the Type Certificate Data Sheets (TCDS). The
test cycle content must create conditions in the engine for a
sufficient amount of time to demonstrate no potential safety issue will
develop from the limiting damage mechanisms while operating in service.
The following minimum requirements apply:
    (1) The tests in paragraphs (b), (c), and (d) of these special
conditions, for total cumulative and dwell time duration between ground
idle and the takeoff thrust prescribed in these special conditions. The
test cycle durations must include all maximums allowed in the TCDS and
expected service operation.
    (2) Requirements of Sec.  33.87(a)(1), (2), (4), and (6) applicable
to turbofan engines.
    (3) Requirements of Sec.  33.87(a)(3) applicable to the temperature
of external surfaces of the engine, if limited.
    (4) Testing for maximum air bleed must be at least equal with the
prescribed test required in Sec.  33.87(a)(5). However, for these
cycles, the thrust or the rotor shaft rotational speed may be less than
100 percent of the value associated with the particular operation being
tested if the FAA finds that the validity of the endurance test is not
compromised.
    (5) Testing for engine fuel, oil, and hydraulic fluid pressure and
oil temperature must be at least equal with the prescribed test
required in Sec.  33.87(a)(7).
    (6) If the number of occurrences of either transient rotor shaft
overspeed or transient gas over temperature is not limited, at least
155 accelerations must be made at the limiting overspeed or over
temperature. If the number of occurrences is limited, that number of
accelerations must be made at the limiting overspeed or over
temperature.
    (7) One hundred starts must be made, of which 25 starts must be
preceded by at least a two-hour engine shutdown. There must be at least
10 false engine starts, pausing for the applicant's specified minimum
fuel drainage time, before attempting a normal start. There must be at
least 10 normal restarts with not longer than 15 minutes since engine
shutdown. The remaining starts may be made after completing the
endurance testing prescribed by these special conditions.
    (8) Unless otherwise specified (i.e. (d)(2)), for accelerations
from ground idle to takeoff, the throttle must be moved in not more
than one second, except that, if different regimes of control
operations are incorporated necessitating scheduling of the thrust-
control lever motion in going from one

extreme position to the other, a longer period of time is acceptable,
but not more than two seconds.
    (i) When operating with max oil temperatures the throttle movement
may be `stair-stepped' to allow for oil temperature stabilization for
durations greater than two seconds.
    (9) The applicant must validate any analytical methods used for
compliance with these special conditions. Validation includes the
ability to accurately predict an outcome applicable to the engine being
tested.
    (10) The applicant must perform the endurance test on an engine
that substantially conforms to its type design. Modifications may be
made as needed to achieve test conditions and/or engine operating
conditions representative of the type design.
    (b) Conduct the endurance test at or above the declared shaft
speeds and gas temperatures limits, and at or above conditions
representative of critical points (speeds, temperatures, rated thrust)
in the operating envelope.
    (1) Conduct the endurance test at or above the rated takeoff thrust
and rated maximum continuous thrust and with the associated limits for
rotor speeds and gas temperature (redlines), as follows:
    (i) Either rotor speed or gas temperature, or concurrent rotor
speed and gas temperature if analysis indicates a combination of
redline operational conditions is possible to occur in service, must be
at least 100 percent of the values associated with the engine rating
being tested.
    (ii) The cumulative test time duration and number of cycles must be
representative of the rotor speed and gas temperature excursions to
redlines that can be expected to occur in between overhauls.
    (iii) The time durations for each takeoff or maximum continuous
segment must include all maximums allowed in the TCDS and expected
service operation and must include the following cycles:
    (A) At least one (1) takeoff cycle of 5 minutes time duration at
the low pressure rotor speed limit and gas temperature limit
(redlines).
    (B) At least one (1) takeoff cycle of 5 minutes time duration at
the high pressure rotor speed limit and gas temperature limit
(redlines).
    (C) In lieu of the separate cycles specified in paragraphs (A) and
(B) of this section, the applicant may run the low pressure and high
pressure rotor speeds and gas temperature limits (redlines) in the same
cycle. However in this case, the applicant must run at least 2 cycles
of 5 minutes time duration each.
    (2) Conduct the endurance test at or above the rated takeoff thrust
and the rated maximum continuous thrust with rotor speeds at or above
those determined by a critical point analysis (CPA) and with gas
temperature redline conditions as follows:
    (i) The applicant must determine through a CPA the highest rotor
shaft rotational speeds (CPA speeds) expected to occur for each rotor
shaft system within the declared operating envelope. The CPA must be
conducted for the takeoff and maximum continuous rated thrust and must
consider the declared operating envelope, engine deterioration, engine-
to-engine variability, and any other applicable variables that can
cause the engine to operate at the extremes of its performance ratings.
    (ii) Except as provided in paragraph (b)(3)(ii) of these special
conditions, conduct a cyclic test between ground idle and combined
takeoff and maximum continuous thrust ratings, as follows:
    (A) Eighteen hours and forty five minutes (18.75 hours) cumulated
time duration at or above the rated takeoff thrust, the gas temperature
limit for takeoff (redline), and the CPA rotor speeds for takeoff
determined per paragraph (b)(2)(i) of these special conditions.
    (B) Forty five (45) hours cumulated time duration at or above the
rated maximum continuous thrust, the gas temperature limit for maximum
continuous (redline), and the CPA rotor speeds for maximum continuous
determined per paragraph (b)(2)(i) of these special conditions.
    (C) The time durations for each takeoff or maximum continuous
segments must include all maximums allowed in the TCDS and expected
service operation, and must include at least one maximum continuous
cycle of 30 minutes run continuously.
    (3) If the cyclic shaft speed excursions specified in paragraphs
(b)(1) or (b)(2) of these special conditions cannot be demonstrated in
the test, then an alternative equivalent with the rule intent must be
provided. Alternatives may include alternate means of test
demonstration, mandatory actions, or other means found acceptable to
the FAA. The applicant must prescribe a mandatory action plan for
engine operation between the shaft speeds demonstrated for a minimum of
cumulated 18.75 hours at or above rated takeoff and 45 hours at or
above rated maximum continuous, respectively, and the declared speed
limits (redlines), as follows:
    (i) Prescribe post-event actions or operating limitations
acceptable to the FAA for operation below the declared speed limits
(redlines) and above the CPA speeds.
    (ii) If the test required by (b)(2)(ii) of these special conditions
can only be accomplished at a rotor shaft speed lower than the CPA
speed, prescribe post-event actions or operating limitations acceptable
to the FAA for operation below that CPA speed and above the value
demonstrated during the test.
    (c) Conduct the endurance test at the incremental cruise thrust
that must be at least equal with the prescribed test required in Sec.
33.87(b)(4). The 25 incremental test cycles must be uniformly
distributed throughout the entire endurance test.
    (d) Conduct at least 300 cycles between ground idle and combined
takeoff and maximum continuous thrust, as follows:
    (1) Each cycle to include acceleration to or above rated takeoff
thrust, deceleration from takeoff to ground idle, followed by 5 to 15
seconds at ground idle, acceleration to or above rated maximum
continuous thrust, and deceleration to ground idle.
    (2) The throttle movement from ground idle to rated takeoff or
maximum continuous thrust and from rated takeoff thrust to ground idle
should be not more than one (1) second, except that, if different
regimes of control operations are incorporated necessitating scheduling
of the thrust-control lever motion in going from one extreme position
to the other, a longer period of time is acceptable, but not more than
two seconds. The throttle move from rated maximum continuous thrust to
ground idle should not be more than five (5) seconds.
    (3) The time durations for each cycle associated with either
takeoff or maximum continuous thrust segments must include all maximums
allowed in the TCDS and expected service operation, and must include
the following cycles:
    (i) Three (3) cycles of 5 minutes each and one (1) cycle of 10
minutes at the takeoff thrust.
    (ii) Three (3) cycles of 30 minutes each at the maximum continuous
thrust.

    Issued in Burlington, Massachusetts, on June 1, 2017.
Carlos A. Pestana,
Acting Assistant Manager, Engine and Propeller Directorate, Aircraft
Certification Service.
[FR Doc. 2017-13210 Filed 6-23-17; 8:45 am]
 BILLING CODE 4910-13-P


[Federal Register: January 18, 2011 (Volume 76, Number 11)]
[Proposed Rules]
[Page 2848-2852]
[DOCID:fr18ja11-19]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-1311; Directorate Identifier 2009-NM-229-AD]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Model 757 Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) that applies to certain Model 757 airplanes. The
existing AD currently requires inspecting certain power feeder wire
bundles for damage, inspecting the support clamps for these wire
bundles to determine whether the clamps are properly installed, and
performing corrective actions if necessary. This proposed AD would
require additional inspections for certain airplanes. This proposed AD
results from a report that a power feeder wire bundle chafed against
the number six auxiliary slat track, causing electrical wires in the
bundle to arc, which damaged both the auxiliary slat track and power
feeder wires. We are proposing this AD to prevent arcing that could be
a possible ignition source for leaked flammable fluids, which could
result in a fire. Arcing could also result in a loss of power from the
generator connected to the power feeder wire bundle, and consequent
loss of systems, which could reduce controllability of the airplane.

DATES: We must receive comments on this proposed AD by March 4, 2011.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
     Fax:<PHONE_NUMBER>.
     Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
    For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax<PHONE_NUMBER>; e-mail<EMAIL_ADDRESS>
Internet https://www.myboeingfleet.com. You may review copies of the
referenced service information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton, Washington. For information
on the availability of this material at the FAA, call<PHONE_NUMBER>.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone<PHONE_NUMBER>) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.

FOR FURTHER INFORMATION CONTACT: Philip Sheridan, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue, SW., Renton, Washington
98057-3356; telephone<PHONE_NUMBER>; fax<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2010-1311;
Directorate Identifier 2009-NM-229-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.

Discussion

    On January 18, 2007, we issued AD 2007-03-01, Amendment 39-14912
(72 FR 3939, January 29, 2007), for certain Model 757 airplanes. That
AD requires inspecting certain power feeder wire bundles for damage,
inspecting the support clamps for those wire bundles to determine
whether the clamps are properly installed, and performing corrective
actions if necessary. That AD resulted from a report that a power
feeder wire bundle chafed against the number six auxiliary slat track,
causing electrical wires in the bundle to arc, which damaged both the
auxiliary slat track and power feeder wires. We issued that AD to
prevent arcing that could be a possible ignition source for leaked
flammable fluids, which could result in a fire. Arcing could also
result in a loss of power from the generator connected to the power
feeder wire bundle, and consequent loss of systems, which could reduce
controllability of the airplane.

Actions Since Existing AD Was Issued

    Since we issued AD 2007-03-01, we have learned that Boeing
inadvertently identified certain airplanes with incorrect group numbers
in Boeing

Special Attention Service Bulletins 757-24-0105 and 757-24-0106, both
Revision 2, both dated April 20, 2006. We referred to those service
bulletins as the appropriate sources of service information for
accomplishing the required actions of AD 2007-03-01. As a result of
identifying this error, Boeing has revised Special Attention Service
Bulletins 757-24-0105 and 757-24-0106.

Relevant Service Information

    We have reviewed Boeing Special Attention Service Bulletin 757-24-
0105, Revision 3, dated October 3, 2006; Revision 4, dated January 4,
2008; and Revision 5, dated July 30, 2009 (for Model 757-200, -200CB,
and -200PF series airplanes). Boeing Special Attention Service Bulletin
757-24-0105, Revision 3, dated October 3, 2006, corrects a compliance
recommendation and adds more part number data applicable to the spacer.
Boeing Special Attention Service Bulletin 757-24-0105, Revision 4,
dated January 4, 2008, corrects a part number and adds AD data. Boeing
Special Attention Service Bulletin 757-24-0105, Revision 5, dated July
30, 2009, contains a change in the airplane group and configuration
data, adds maintenance zones, and adds another optional fastener to
plug the hole in the bracket. Boeing Special Attention Service Bulletin
757-24-0105, Revision 5, dated July 30, 2009, states that additional
work is required for airplanes that have been moved from Group 2 to
Group 1, Configuration 2. Boeing Special Attention Service Bulletin
757-24-0105, Revision 5, dated July 30, 2009, states that these
airplanes require a general visual inspection to make sure they have
support clamps for the power feeder wire bundles W3312 and W3412 at
front spar station 148.90 and clamps installed on the lower brackets on
the left wings as shown in Figure 3 of Boeing Special Attention Service
Bulletin 757-24-0105, Revision 5, dated July 30, 2009.
    We have also reviewed Boeing Special Attention Service Bulletin
757-24-0106, Revision 3, dated October 3, 2006; Revision 4, dated
January 4, 2008; and Revision 5, dated July 30, 2009 (for Model 757-300
series airplanes). Boeing Special Attention Service Bulletin 757-24-
0106, Revision 3, dated October 3, 2006, corrects a compliance
recommendation and adds more part number data applicable to the spacer.
    Boeing Special Attention Service Bulletin 757-24-0106, Revision 4,
dated January 4, 2008, regrouped certain airplanes from Group 1 to
Group 2. For this group of newly moved airplanes, Boeing Special
Attention Service Bulletin 757-24-0106, Revision 4, dated January 4,
2008, regrouped airplanes having variable numbers NL101-NL104, NL141,
and NL601-NL607 from Group 1 to Group 2 and added wire bundle W5784 and
W5786 data. The airplanes moved to Group 2 require additional work:
Doing a general visual inspection for damage (including but not limited
to chafing) of wire bundles W5784 and W5786, doing a general visual
inspection of the support clamps for those power feeder wire bundles to
determine whether the clamps are properly installed, and doing
corrective actions if necessary. The corrective actions include
repairing damage of the power feeder wire bundles, installing in the
correct hole of the attach bracket any support clamp found installed
elsewhere, installing a spacer if one is not already installed, and
installing a rivet to plug the open hole in the attach bracket.
    Boeing Special Attention Service Bulletin 757-24-0106, Revision 5,
dated July 30, 2009, adds affected maintenance zones and an optional
rivet to plug the open hole in the bracket.

FAA's Determination and Requirements of the Proposed AD

    We have evaluated all pertinent information and identified an
unsafe condition that is likely to develop on other airplanes of the
same type design. For this reason, we are proposing this AD, which
would supersede AD 2007-03-01 and would retain the requirements of the
existing AD. This proposed AD would also require accomplishing the
actions specified in the service information described previously.

Change to Existing AD

    We have removed the ``Service Bulletin Reference'' paragraph from
this NPRM. (That paragraph was identified as paragraph (f) in AD 2007-
03-01). Instead, we have provided the full service bulletin citations
throughout this NPRM.

Costs of Compliance

    There are approximately 902 Model 757 airplanes of the affected
design in the worldwide fleet. We estimate that 631 airplanes of U.S.
registry would be affected by this proposed AD.

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                Number of
                                                          Average                                                 U.S.-
                  Action                    Work hours   labor rate     Parts          Cost per airplane        registered           Fleet cost
                                                          per hour                                              airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Inspection (required by AD 2007-03-01)...            2          $85           $0  $170 per inspection cycle..          683  $116,110 per inspection
                                                                                cycle.
Inspection for certain Group 1 Model 757-            5          $85           $0  $425 per inspection cycle..          646  $274,550 per inspection
 200, -200CB, -200PF series airplanes                                                                                cycle.
 (new proposed action).
Inspections for Model 757-300 series                 4          $85           $0  $340 per inspection cycle..           37  $12,580 per inspection
 airplanes (new proposed action).                                                                                cycle..
--------------------------------------------------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on

products identified in this rulemaking action.

Regulatory Findings

    We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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.
    For the reasons discussed above, I certify that the proposed
regulation:
    1. Is not a ``significant regulatory action'' under Executive Order
12866;
    2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
    3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
    We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket. See the
ADDRESSES section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

The Proposed Amendment

    Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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.

Sec.  39.13  [Amended]

    2. The FAA amends Sec.  39.13 by removing Amendment 39-14912 (72 FR
3939, January 29, 2007) and adding the following new AD:

The Boeing Company: Docket No. FAA-2010-1311; Directorate Identifier
2009-NM-229-AD.

Comments Due Date

    (a) The FAA must receive comments on this AD action by March 4,
2011.

Affected ADs

    (b) This AD supersedes AD 2007-03-01, Amendment 39-14912.

Applicability

    (c) This AD applies to The Boeing Company Model 757-200, -200PF,
-200CB, and -300 series airplanes, certificated in any category,
specified in paragraphs (c)(1) and (c)(2) of this AD.
    (1) Model 757-200, -200PF, and -200CB series airplanes, as
identified in Boeing Special Attention Bulletin 757-24-0105,
Revision 5, dated July 30, 2009.
    (2) Model 757-300 series airplanes, as identified in Boeing
Special Attention Bulletin 757-24-0106, Revision 5, dated July 30,
2009.

Subject

    (d) Air Transport Association (ATA) of America Code 24:
Electrical power.

Unsafe Condition

    (e) This AD results from a report that a power feeder wire
bundle chafed against the number six auxiliary slat track, causing
electrical wires in the bundle to arc, which damaged both the
auxiliary slat track and power feeder wires. The Federal Aviation
Administration is issuing this AD to prevent arcing that could be a
possible ignition source for leaked flammable fluids, which could
result in a fire. Arcing could also result in a loss of power from
the generator connected to the power feeder wire bundle, and
consequent loss of systems, which could reduce controllability of
the airplane.

Compliance

    (f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.

Restatement of Requirements of AD 2007-03-01, With Revised Service
Information and Affected Airplane Groups:

One-Time Inspections and Corrective Actions

    (g) For Model 757-200, -200PF, and -200CB series airplanes; and
for Model 757-300 series airplanes identified as Group 1 airplanes
in Boeing Special Attention Service Bulletin 757-24-0106, Revision
5, dated July 30, 2009: Within 24 months after March 5, 2007 (the
effective date for AD 2007-03-01), perform a general visual
inspection for damage (including but not limited to chafing) of
power feeder wire bundles W3312 and W3412 at front spar station
148.90 in the left and right wings, and a general visual inspection
of the support clamps for those power feeder wire bundles to
determine whether the clamps are properly installed, and, before
further flight, do all applicable corrective actions. Do these
actions by doing all of the applicable actions in accordance with
the Accomplishment Instructions of the applicable service bulletin
identified in Table 1 of this AD. After the effective date of this
AD, only Boeing Special Attention Service Bulletin 757-24-0105,
Revision 5, dated July 30, 2009 (for Model 757-200, -200CB, and -
200PF series airplanes); or Boeing Special Attention Service
Bulletin 757-24-0106, Revision 5, dated July 30, 2009 (for Model
757-300 series airplanes); may be used.

                                 Table 1--Acceptable Service Bulletin Revisions
----------------------------------------------------------------------------------------------------------------
                                          Boeing Special Attention
                Model--                      Service Bulletin--       Revision--              Dated--
----------------------------------------------------------------------------------------------------------------
757-200, -200CB, and -200PF series       757-24-0105...............            2  April 20, 2006.
 airplanes.
757-200, -200CB, and -200PF series       757-24-0105...............            5  July 30, 2009.
 airplanes.
757-300 series airplanes...............  757-24-0106...............            2  April 20, 2006.
757-300 series airplanes...............  757-24-0106...............            5  July 30, 2009.
----------------------------------------------------------------------------------------------------------------

Actions Accomplished Previously for Paragraph (g) of This AD

    (h) Inspections and corrective actions done before March 5,
2007, in accordance with the service information listed in Table 2
of this AD are acceptable for compliance with the corresponding
actions required by paragraph (g) of this AD.

   Table 2--Other Acceptable Service Bulletin Revisions for Previously
                          Accomplished Actions
------------------------------------------------------------------------
  Boeing Special Attention
     Service Bulletin--          Revision--             Dated--
------------------------------------------------------------------------
757-24-0105.................  Original.......  September 30, 2004.
757-24-0105.................  1..............  June 23, 2005.
757-24-0106.................  Original.......  September 30, 2004.

757-24-0106.................  1..............  June 23, 2005.
------------------------------------------------------------------------

New Requirements of This AD

Additional Work for Model 757-200, -200CB, and -200PF Series Airplanes
Identified in Revision 5 of the Service Information

    (i) For Model 757-200, -200CB, and -200PF series airplanes on
which inspections have been done before the effective date of this
AD in accordance with any service bulletin specified in Table 3 of
this AD: Within 24 months after the effective date of this AD, do a
general visual inspection to determine that the clamp is installed
on the lower bracket on the left wing as shown in Figure 3 of Boeing
Special Attention Service Bulletin 757-24-0105, Revision 5, dated
July 30, 2009. If any clamp is missing, before further flight,
install a clamp on the lower bracket on the left wing, in accordance
with Figure 3 of Boeing Special Attention Service Bulletin 757-24-
0105, Revision 5, dated July 30, 2009.

    Table 3--Acceptable Revisions of Service Information for Actions
            Accomplished Before the Effective Date of This AD
------------------------------------------------------------------------
  Boeing Special Attention
     Service Bulletin--          Revision--             Dated--
------------------------------------------------------------------------
757-24-0105.................  Original.......  September 30, 2004.
757-24-0105.................  1..............  June 23, 2005.
757-24-0105.................  2..............  April 20, 2006.
757-24-0105.................  3..............  October 3, 2006.
757-24-0105.................  4..............  January 4, 2008.
------------------------------------------------------------------------

     (j) For Group 2 airplanes as identified in Boeing Special
Attention Service Bulletin 757-24-0106, Revision 5, dated July 30,
2009: Within 24 months after the effective date of this AD, perform
a general visual inspection for damage (including, but not limited
to chafing) of power feeder wire bundles W5784 and W5786 at front
spar station 148.90 in the left and right wings, and a general
visual inspection of the support clamps for those power feeder wire
bundles to determine whether the clamps are properly installed, and,
before further flight, do all applicable corrective actions. Do all
applicable actions in accordance with the Accomplishment
Instructions of Boeing Special Attention Service Bulletin 757-24-
0106, Revision 5, dated July 30, 2009.

Credit for Actions Accomplished in Accordance With Previous Service
Information

    (k) Inspections and corrective actions done before the effective
date of this AD in accordance with Boeing Special Attention Service
Bulletin 757-24-0106, Revision 4, dated January 4, 2008, are
acceptable for compliance with the corresponding actions required by
paragraph (j) of this AD.
    (l) Inspections and corrective actions done before the effective
date of this AD in accordance with the service information listed in
Table 4 of this AD are acceptable for compliance with the
corresponding actions required by paragraph (j) of this AD, provided
that power feeder wire bundles W5784 and W5786 were inspected and
all applicable correction actions were done.

 Table 4--Other Acceptable Service Bulletin Revisions for Paragraph (j)
                               of This AD
------------------------------------------------------------------------
  Boeing Special Attention
     Service Bulletin--          Revision--             Dated--
------------------------------------------------------------------------
757-24-0106.................  Original.......  September 30, 2004.
757-24-0106.................  1..............  June 23, 2005.
757-24-0106.................  2..............  April 20, 2006.
757-24-0106.................  3..............  October 3, 2006.
------------------------------------------------------------------------

    (m) Inspections and corrective actions done before the effective
date of this AD in accordance with the service information listed in
Table 5 of this AD are acceptable for compliance with the
corresponding actions required by paragraph (g) of this AD.

 Table 5--Other Acceptable Service Bulletin Revisions for Paragraph (g)
                               of This AD
------------------------------------------------------------------------
  Boeing Special Attention
     Service Bulletin--          Revision--             Dated--
------------------------------------------------------------------------
757-24-0106.................  3..............  October 3, 2006.
757-24-0106.................  4..............  January 4, 2008.
------------------------------------------------------------------------

Special Flight Permit

    (n) Special flight permits may be issued in accordance with
Sec. Sec.  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, provided that the
generator served by the power feeder wire bundles specified in
paragraph (g) or (j) of this AD, as applicable, is disconnected.

Alternative Methods of Compliance (AMOCs)

    (o)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. Send information to
ATTN: Philip Sheridan, Aerospace Engineer, Systems and Equipment
Branch, ANM-130S, FAA, Seattle Aircraft Certification Office (ACO),
1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6441; fax<PHONE_NUMBER>. Information may be e-mailed to:
<EMAIL_ADDRESS>    (2) AMOCs approved previously in accordance with AD 2007-03-01,
Amendment 39-14912, are approved as AMOCs for the corresponding
provisions of paragraph (g) of this AD.

    (3) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.

    Issued in Renton, Washington, on January 10, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-879 Filed 1-14-11; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 77, Number 65 (Wednesday, April 4, 2012)]
[Notices]
[Pages 20485-20486]
[FR Doc No: 2012-8003]

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DEPARTMENT OF TRANSPORTATION

National Highway Traffic Safety Administration

[Docket No. NHTSA-2012-0035, Notice 1]

Notice of Receipt of Petition for Decision That Nonconforming
1999 to 2006 Toyota Land Cruiser IFS 100 Series Multipurpose Passenger
Vehicles Manufactured Prior to September 1, 2006 Are Eligible for
Importation

AGENCY: National Highway Traffic Safety Administration, DOT.

ACTION: Notice of receipt of petition.

-----------------------------------------------------------------------

SUMMARY: This document announces receipt by the National Highway
Traffic Safety Administration (NHTSA) of a petition for a decision that
nonconforming 1999 to 2006 Toyota Land Cruiser IFS 100 Series
multipurpose passenger vehicles (MPVs) manufactured prior to September
1, 2006 that were not originally manufactured to comply with all
applicable Federal Motor Vehicle Safety Standards (FMVSS), are eligible
for importation into the United States because they are substantially
similar to vehicles that were originally manufactured for sale in the
United States and that were certified by their manufacturer as
complying with the safety standards (the U.S.-certified version of the
1999 to 2006 Toyota Land Cruiser IFS 100 Series MPV manufactured prior
to September 1, 2006) and they are capable of being readily altered to
conform to the standards.

DATES: The closing date for comments on the petition is May 4, 2012.

ADDRESSES: Comments should refer to the docket and notice numbers above
and be submitted by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the online instructions for submitting
comments.
     Mail: Docket Management Facility: U.S. Department of
Transportation, 1200 New Jersey Avenue SE., West Building Ground Floor,
Room W12-140, Washington, DC 20590-0001.
     Hand Delivery or Courier: West Building Ground Floor, Room
W12-140, 1200 New Jersey Avenue SE., between 9 a.m. and 5 p.m. ET,
Monday through Friday, except Federal holidays.
     Fax:<PHONE_NUMBER>.
    Instructions: Comments must be written in the English language, and
be no greater than 15 pages in length, although there is no limit to
the length of necessary attachments to the comments. If comments are
submitted in hard copy form, please ensure that two copies are
provided. If you wish to receive confirmation that your comments were
received, please enclose a stamped, self-addressed postcard with the
comments. Note that all comments received will be posted without change
to http://www.regulations.gov, including any personal information
provided. Please see the Privacy Act heading below.
    Privacy Act: Anyone is able to search the electronic form of all
comments received into any of our dockets by the name of the individual
submitting the comment (or signing the comment, if submitted on behalf
of an association, business, labor union, etc.). You may review DOT's
complete Privacy Act Statement in the Federal Register published on
April 11, 2000 (65 FR 19477-78).
    How to Read Comments Submitted to the Docket: You may read the
comments received by Docket Management at the address and times given
above. You may also view the documents from the Internet at http://www.regulations.gov. Follow the online instructions for accessing the
dockets. The docket ID number and title of this notice are shown at the
heading of this document notice. Please note that even after the
comment closing date, we will continue to file relevant information in
the Docket as it becomes available. Further, some people may submit
late comments. Accordingly, we recommend that you periodically search
the Docket for new material.

FOR FURTHER INFORMATION CONTACT: George Stevens, Office of Vehicle
Safety Compliance, NHTSA<PHONE_NUMBER>).

SUPPLEMENTARY INFORMATION:

Background

    Under 49 U.S.C. 30141(a)(1)(A), a motor vehicle that was not
originally manufactured to conform to all applicable FMVSS shall be
refused admission into the United States unless NHTSA has decided that
the motor vehicle is substantially similar to a motor vehicle
originally manufactured for importation into and sale in the United
States, certified under 49 U.S.C. 30115, and of the same model year as
the model of the motor vehicle to be compared, and is capable of being
readily altered to conform to all applicable FMVSS.
    Petitions for eligibility decisions may be submitted by either
manufacturers or importers who have registered with NHTSA pursuant to
49 CFR part 592. As specified in 49 CFR 593.7, NHTSA publishes notice
in the Federal Register of each petition that it receives, and affords
interested persons an opportunity to comment on the petition. At the
close of the comment period, NHTSA decides, on the basis of the
petition and any comments that it has received, whether the vehicle is
eligible for importation. The agency then publishes this decision in
the Federal Register.
    US SPECS, of Havre de Grace, Maryland (Registered Importer 03-321)
has petitioned NHTSA to decide whether nonconforming 1999 to 2006
Toyota Land Cruiser IFS 100 Series MPVs manufactured prior to September
1, 2006 are eligible for importation into the United States. The
vehicles which US SPECS believes are substantially similar are 1999 to
2006 Toyota Land Cruiser IFS 100 Series MPVs manufactured prior to
September 1, 2006 that were manufactured for sale in the United States
and certified by their manufacturer as conforming to all applicable
FMVSS.
    The petitioner claims that it compared non-U.S. certified
nonconforming 1999 to 2006 Toyota Land Cruiser IFS 100 Series MPVs
manufactured prior to September 1, 2006 to their U.S.-certified
counterparts, and found the vehicles to be substantially similar with
respect to compliance with most FMVSS.
    US SPECS submitted information with its petition intended to
demonstrate that non-U.S. certified 1999 to 2006 Toyota Land Cruiser
IFS 100 Series MPVs manufactured prior to September 1, 2006 as
originally manufactured, conform to many FMVSS in the same manner as
their U.S. certified counterparts, or are capable of being readily
altered to conform to those standards.
    Specifically, the petitioner claims that non-U.S. certified 1999 to
2006 Toyota Land Cruiser IFS 100 Series MPVs manufactured prior to
September 1, 2006 are identical to their U.S. certified counterparts
with respect to compliance with Standard Nos. 102 Transmission Shift
Lever Sequence, Starter Interlock, and Transmission Braking Effect, 103
Windshield Defrosting and Defogging Systems, 104 Windshield Wiping and
Washing Systems, 105 Hydraulic and Electric Brake Systems, 106 Brake

Hoses, 109 New Pneumatic Tires, 113 Hood Latch System, 116 Motor
Vehicle Brake Fluids, 124 Accelerator Control Systems, 135 Light
Vehicle Brake Systems, 202 Head Restraints, 204 Steering Control
Rearward Displacement, 205 Glazing Materials, 207 Seating Systems, 210
Seat Belt Assembly Anchorages, 212 Windshield Mounting, 216 Roof Crush
Resistance, 219 Windshield Zone Intrusion, and 302 Flammability of
Interior Materials.
    The petitioner also contends that the vehicles are capable of being
readily altered to meet the following standards, in the manner
indicated:
    Standard No. 101 Controls and Displays: (a) Inscription of the word
``brake'' on the brake telltale in place of the international ECE
warning symbol; and (b) replacement of the speedometer with a unit
reading in miles per hour, or modification of the existing speedometer
so that it reads in miles per hour.
    Standard No. 108 Lamps, Reflective Devices and Associated
Equipment: installation of the following components on vehicles that
are not already so equipped: (a) U.S.-model front side marker lamps;
(b) U.S.-model headlamps; (c) U.S.-model tail lamps that incorporate
rear side marker lights; (d) U.S.-model high-mounted stop lamp; and (e)
front and rear side reflex reflectors.
    Standard No. 110 Tire Selection and Rims: installation of a tire
information placard on vehicles that are not already so equipped.
    Standard No. 111 Rearview Mirrors: installation of a U.S.-model
passenger side rearview mirror, or inscription of the required warning
statement on the face of the existing mirror.
    Standard No. 114 Theft Protection: installation of a supplemental
key warning buzzer, or reprogramming of the starting system to meet the
requirements of this standard.
    Standard No. 118 Power-Operated Window, Partition, and Roof Panel
Systems: reprogramming or rewiring of the power operated window system
to meet the requirements of this standard.
    Standard No. 201 Occupant Protection in Interior Impact: inspection
of each vehicle and replacement of non U.S.-model upper interior
components with U.S.-model components to meet the requirements of this
standard on vehicles not already so equipped.
    Standard No. 206 Door Locks and Door Retention Components:
inspection of each vehicle and replacement of non U.S.-model door lock
components with U.S.-model components on vehicles that are not already
so equipped.
    Standard No. 208 Occupant Crash Protection: inspection of each
vehicle and (a) installation of a seat belt warning lamp and buzzer on
vehicles that are not already so equipped; and (b) replacement of any
non U.S.- model air bags, air bag control units, sensors, seat belts,
and knee bolsters on vehicles that are not already so equipped. The
petitioner states that the vehicles are equipped with an automatic
restraint system that consists of dual front air bags and knee
bolsters. In addition, the vehicles have combination lap and shoulder
belts at the outboard front and rear seating positions that are self-
tensioning and capable of being released by means of a single red push
button.
    Standard No. 209 Seat Belt Assemblies: inspection of each vehicle
and replacement of any non U.S.-certified model seat belts with U.S.-
model components.
    Standard No. 214 Side Impact Protection: inspection of each vehicle
and installation of door reinforcements to meet the requirements of the
standard on vehicles that are not already so equipped.
    Standard No. 225 Child Restraint Anchorage Systems: inspection of
each vehicle and installation of U.S.-model child restraint anchorage
system components on vehicles not already no so equipped.
    Standard No. 301 Fuel System Integrity: inspection of each vehicle
and replacement of any non U.S.-model fuel system components with U.S.-
model components on vehicles not already so equipped.
    The petitioner additionally states that a vehicle identification
plate must be affixed to the vehicles near the left windshield post to
meet the requirements of 49 CFR Part 565.
    All comments received before the close of business on the closing
date indicated above will be considered, and will be available for
examination in the docket at the above addresses both before and after
that date. To the extent possible, comments filed after the closing
date will also be considered. Notice of final action on the petition
will be published in the Federal Register pursuant to the authority
indicated below.

    Authority: 49 U.S.C. 30141(a)(1)(A) and (b)(1); 49 CFR 593.8;
delegations of authority at 49 CFR 1.50 and 501.8.

    Issued on: March 28, 2012.
Claude H. Harris,
Director, Office of Vehicle Safety Compliance.
[FR Doc. 2012-8003 Filed 4-3-12; 8:45 am]
BILLING CODE 4910-59-P


[Federal Register: April 8, 2008 (Volume 73, Number 68)]
[Notices]
[Page 19085]
[DOCID:fr08ap08-68]

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DEPARTMENT OF HOMELAND SECURITY

Coast Guard

[Docket No. USCG-2008-0122]

National Boating Safety Advisory Council; Vacancies

AGENCY: Coast Guard, DHS.

ACTION: Request for applications.

-----------------------------------------------------------------------

SUMMARY: The Coast Guard seeks applications for membership on the
National Boating Safety Advisory Council (NBSAC). NBSAC advises the
Coast Guard on matters related to recreational boating safety.

DATES: Application forms should reach us on or before June 27, 2008.

ADDRESSES: You may request an application form by writing to
Commandant, Boating Safety Division (CG-54221), U.S. Coast Guard, 2100
Second Street, SW., Washington, DC 20593-0001; by calling<PHONE_NUMBER>;
or by faxing<PHONE_NUMBER>. Send your application in written form to the
above street address. This notice and the application form are
available on the Internet at: http://www.uscgboating.org/nbsac/
nbsac.htm.

FOR FURTHER INFORMATION CONTACT: Mr. Jeff Ludwig, Executive Secretary
of NBSAC, telephone<PHONE_NUMBER>, fax<PHONE_NUMBER>, or e-mail:
<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION: The National Boating Safety Advisory Council
(NBSAC) is a Federal advisory committee under 5 U.S.C. App. (Pub. L.
92-463). It advises the Coast Guard regarding regulations and other
major boating safety matters. NBSAC's 21 members are drawn equally from
the following three sectors of the boating community: State officials
responsible for State boating safety programs, recreational boat and
associated equipment manufacturers, and national recreational boating
organizations and the general public. Members are appointed by the
Secretary of the Department of Homeland Security.
    NBSAC normally meets twice each year at a location selected by the
Coast Guard. When attending meetings of the Council, members are
provided travel expenses and per diem.
    We will consider applications received in response to this notice
for the following seven positions that expire or become vacant in
December 2008: three representatives of State officials responsible for
State boating safety programs, two representatives of recreational boat
and associated equipment manufacturers, and two representatives of the
general public or national recreational boating organizations.
    Applicants are considered for membership on the basis of their
particular expertise, knowledge, and experience in recreational boating
safety. Prior applicants should submit an updated application to ensure
consideration for the vacancies announced in this notice. Each member
serves for a term of up to 3 years. Members may serve consecutive
terms. In support of the policy of the U. S. Coast Guard on gender and
ethnic diversity, we encourage qualified women and members of minority
groups to apply.
    If you are selected as a non-representative member, or as a member
who represents the general public, you will be appointed and serve as a
special Government employee (SGE) as defined in section 202(a) of title
18, United States Code. As a candidate for appointment as a SGE,
applicants are required to complete a Confidential Financial Disclosure
Report (OGE Form 450). A completed OGE Form 450 is not releasable to
the public except under an order issued by a Federal court or as
otherwise provided under the Privacy Act (5 U.S.C. 552a). Only the
Designated Agency Ethics Official or the DAEO's designate may release a
Confidential Financial Disclosure Report.

    Dated: March 26, 2008.
J.A. Watson,
Rear Admiral, U.S. Coast Guard, Director of Prevention Policy.
[FR Doc. E8-7387 Filed 4-7-08; 8:45 am]

BILLING CODE 4910-15-P


" Flynn, Amy E." < Amy_ E._ Flynn@ omb. eop. gov>

07/ 20/ 2005 06: 50 PM To John Silvasi/ RTP/ USEPA/ US@ EPA cc Subject FW: EPA Final Rule: 8 hour Ozone Implementation ( Phase II)

Please find attached additional comments from DOT/ FHWA. Please let me know if you have any questions.

1. EARLY 8 hour SIPs In the July 1, 2004 conformity rule amendment, EPA indicated that areas could submit early 8 hour SIPs to establish motor vehicle budgets so that these areas can transition quickly to budget tests for conformity determinations.

69 FR 40016 states " EPA believes that the option for an area to submit an early 8 hour SIP that meets Clean Air Act requirements provides sufficient flexibility to transition areas quickly to the budget test for future conformity determinations, when desired."

69 FR 40019 states " For example, an area could submit an early 8 hour ozone SIP that demonstrates a 5 10% reduction of emissions in the year 2007, from 2002 baseline year emissions. An approvable early 8 hour SIP would include emissions inventories for all emissions sources for the entire 8 hour nonattainment area and would meet applicable requirements for reasonable further progress SIPs. For more information on establishing an early SIP and how it could be used for conformity, please refer to the final 8 hour ozone implementation rule."

The excerpts from the conformity rule imply that any early 8 hour SIPs ( not just limited to attainment SIP) can be submitted. In the Phase 1 implementation rule, EPA addressed the early 8 hour attainment SIPs. However, the phase 2 implementation rule does not include any discussion of early submission of the RFP SIP as it relates to conformity. EPA should clarify issues related to early 8 hour RFP SIP submission in the phase 2 implementation rule.

2. RFG EPA states " The EPA is reserving for future consideration what RFG requirements apply to areas that were reclassified as severe under the 1 hour standard". EPA should clarify that this future consideration will be a rulemaking.


[Federal Register Volume 77, Number 20 (Tuesday, January 31, 2012)]
[Proposed Rules]
[Pages 4701-4702]
[FR Doc No: 2012-2085]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2011-1403; Airspace Docket No. 11-ASW-29]

Proposed Amendment of Class E Airspace; Baraboo, WI

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: This action proposes to amend Class E airspace at Baraboo, WI.
Additional controlled airspace is necessary to accommodate new Standard
Instrument Approach Procedures (SIAP) at Reedsburg Municipal Airport.
The FAA is taking this action to enhance the safety and management of
Instrument Flight Rules (IFR) operations for SIAPs at the airport. The
airport's geographic coordinates also would be adjusted.

DATES: 0901 UTC. Comments must be received on or before March 16, 2012.

ADDRESSES: Send comments on this proposal to the U.S. Department of
Transportation, Docket Operations, 1200 New Jersey Avenue SE., West
Building Ground Floor, Room W12-140, Washington, DC 20590-0001. You
must identify the docket number FAA-2011-1403/Airspace Docket No. 11-
ASW-29, at the beginning of your comments. You may also submit comments
through the Internet at http://www.regulations.gov. You may review the
public docket containing the proposal, any comments received, and any
final disposition in person in the Dockets Office between 9 a.m. and 5
p.m., Monday through Friday, except Federal holidays. The Docket Office
(telephone 1-(800) 647-5527), is on the ground floor of the building at
the above address.

FOR FURTHER INFORMATION CONTACT: Scott Enander, Central Service Center,
Operations Support Group, Federal Aviation Administration, Southwest
Region, 2601 Meacham Blvd., Fort Worth, TX 76137; telephone: (817) 321-
7716.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested parties are invited to participate in this proposed
rulemaking by submitting such written data, views, or 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 both docket numbers 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
those comments a self-addressed, stamped postcard on which the
following statement is made: ``Comments to Docket No. FAA-2011-1403/
Airspace Docket No. 11-ASW-29.'' The postcard will be date/time stamped
and returned to the commenter.

Availability of NPRMs

    An electronic copy of this document may be downloaded through the
Internet at http://www.regulations.gov. Recently published rulemaking
documents can also be accessed through the FAA's Web page at http://www.faa.gov/airports_airtraffic/air_traffic/publications/airspace_amendments/.
    You may review the public docket containing the proposal, any
comments received and any final disposition in person in the Dockets
Office (see ADDRESSES section for address and phone number) between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. An
informal docket may also be examined during normal business hours at
the office of the Central Service Center, 2601 Meacham Blvd., Fort
Worth, TX 76137.
    Persons interested in being placed on a mailing list for future
NPRMs should contact the FAA's Office of Rulemaking<PHONE_NUMBER>, to
request a copy of Advisory Circular No. 11-2A, Notice of Proposed
Rulemaking Distribution System, which describes the application
procedure.

The Proposal

    This action proposes to amend Title 14, Code of Federal Regulations
(14 CFR), Part 71 by amending Class E airspace extending upward from
700 feet above the surface to accommodate new standard instrument
approach procedures at Reedsburg Municipal Airport, Baraboo, WI.
Geographic coordinates would also be amended to coincide with the FAA's
aeronautical database. Controlled airspace is needed for the safety and
management of IFR operations at the airport.
    Class E airspace areas are published in Paragraph 6005 of FAA Order
7400.9V, dated August 9, 2011 and effective September 15, 2011, which
is incorporated by reference in 14 CFR 71.1. The Class E airspace
designation listed in this document would be published subsequently in
the Order.
    The FAA has determined that this proposed regulation only involves
an established body of technical regulations for which frequent and
routine amendments are necessary to keep them operationally current.
It, therefore, (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under DOT
Regulatory Policies and Procedures (44 FR 11034; February 26, 1979);
and (3) does not warrant preparation of a Regulatory Evaluation as the
anticipated impact is so minimal. Since this is a routine matter that
will

only affect air traffic procedures and air navigation, it is certified
that this rule, when promulgated, will not have a significant economic
impact on a substantial number of small entities under the criteria of
the Regulatory Flexibility Act.
    The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the U.S. Code. Subtitle 1, Section 106 describes
the authority of the FAA Administrator. Subtitle VII, Aviation
Programs, describes in more detail the scope of the agency's authority.
This rulemaking is promulgated under the authority described in
Subtitle VII, Part A, Subpart I, Section 40103. Under that section, the
FAA is charged with prescribing regulations to assign the use of
airspace necessary to ensure the safety of aircraft and the efficient
use of airspace. This regulation is within the scope of that authority
as it would amend controlled airspace at Reedsburg Municipal Airport,
Baraboo, WI.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

    In consideration of the foregoing, the Federal Aviation
Administration proposes to amend 14 CFR part 71 as follows:

PART 71--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

    1. The authority citation for 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.

Sec.  71.1  [Amended]

    2. The incorporation by reference in 14 CFR 71.1 of FAA Order
7400.9V, Airspace Designations and Reporting Points, dated August 9,
2011, and effective September 15, 2011, is amended as follows:

Paragraph 6005 Class E airspace areas extending upward from 700
feet or more above the surface of the earth.

* * * * *

AGL WI E5 Baraboo, WI [Amended]

Baraboo Wisconsin Dells Airport, WI
    (Lat. 43[deg]31'18'' N., long. 89[deg]46'15'' W.)
Reedsburg Municipal Airport, WI
    (Lat. 43[deg]31'33'' N., long. 89[deg]59'00'' W.)
Portage Municipal Airport, WI
    (Lat. 43[deg]33'37'' N., long. 89[deg]28'58'' W.)

    That airspace extending upward from 700 feet above the surface
within a 9.6-mile radius of Baraboo Wisconsin Dells Airport, and
within a 9.6-mile radius of Reedsburg Municipal Airport, and within
2 miles each side of the 180[deg] bearing from Reedsburg Municipal
Airport extending from the 9.6-mile radius to 10.5 miles south of
the airport, and within an 8.7-mile radius of Portage Municipal
Airport.

    Issued in Fort Worth, TX, on January 13, 2012.
Walter L. Tweedy,
Acting Manager, Operations Support Group, ATO Central Service Center.
[FR Doc. 2012-2085 Filed 1-30-12; 8:45 am]
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