Department of Transportation 2006 – Federal Register Recent Federal Regulation Documents

The FAA is superseding an existing airworthiness directive (AD), which applies to all BAe Systems (Operations) Limited Model ATP airplanes. That AD currently requires revising the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness (ICA) to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures; to incorporate new inspections to detect fatigue cracking of certain significant structural items (SSIs); and to revise life limits for certain equipment and various components. This new AD requires revising the ALS of the ICA to include additional and revised inspections of the fuselage. This AD results from the manufacturer review of fatigue test results that identified additional and revised inspections of the fuselage that are necessary in order to ensure the continued structural integrity of the airplane. We are issuing this AD to detect and correct fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane and consequent rapid decompression of the airplane.

The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A340-541 and -642 airplanes. This AD requires a one-time inspection of the anti-stall valve sleeve of the ram air turbine (RAT) for proper installation, determining the part number of the modification plate on the hydraulic pump of the RAT, and follow-on corrective actions if necessary. This AD results from reports of failure of the anti-stall valve on the hydraulic pump of the RAT during scheduled ground tests. We are issuing this AD to prevent failure of the RAT hydraulic pump to supply adequate pressure to activate the RAT, and consequent loss of the RAT as a source of hydraulic and electrical power in an emergency situation.

The FAA's Aircraft Certification Service publishes proposed non-regulatory documents that are available for public comment on the Internet at https://www.faa.gov/aircraft/draftdocs/.

The Federal Aviation Administration (FAA) is issuing this notice to advise the public that an Environmental Impact Statement (EIS) will be prepared to assess the potential impacts of proposed improvements at West Bend Municipal Airport. The FAA plans to hold scoping meetings to obtain input from Federal, State, local agencies, other interested parties, and the general public regarding the EIS.

This document confirms the effective date of the direct final rule which revokes a Class D Airspace at Elko, NV.

The FAA is requesting public comment on the Airport Advisory Service provided at twenty (20) airports in the continental United States, excluding Alaska. The Airport Advisory Service, Local or Remote, is an optional service provided by Automated Flight Service Stations for pilots of landing or departing aircraft at airports either without air traffic control towers or with part-time control towers. The Airport Advisory Service information includes weather updates, wind and altimeter information, runway usage, aeronautical data, and any known air traffic in the area. Since Airport Advisory Service is provided full-time at many of the affected airports and part-time at others, with varying degrees of usage by the pilot community, it is important to obtain feedback from individual users and from user groups in order to ascertain the value of the service provided to the aviation community at those airports. The FAA is particularly interested in comments concerning the necessity of the service, the availability of the service, the importance of the service, and how often the service is used. Users are also welcome to include comments concerning any other aspect of your experience with Airport Advisory Service. The request for comments includes Airport Advisory Service at the following airports: Altoona-Blair County Airport (AOO), Altoona, Pennsylvania; Anderson Regional Airport (AND), Anderson, South Carolina; Anniston Metropolitan Airport (ANB), Anniston, Alabama; Casper-Natrona County International Airport (CPR), Casper, Wyoming; Cedar City Regional Airport (CDC), Cedar City, Utah; Columbia Regional Airport (COU), Columbia, Missouri; Elkins-Randolph Airport (EKN), Elkins, West Virginia; Gainesville Regional Airport (GNV), Gainesville, Florida; Grand Forks International Airport (GFK), Grand Forks, North Dakota; Greenwood-Leflore Airport (GWO), Greenwood, Mississippi; Huron Regional Airport (HON), Huron, South Dakota; Jackson-McKellar-Sipes Regional Airport (MKL), Jackson, Tennessee; Jonesboro Municipal Airport (JBR), Jonesboro, Arkansas; Louisville-Bowman Field Airport (LOU), Louisville, Kentucky; Macon-Middle Georgia Regional Airport (MCN), Macon, Georgia; Millville Municipal Airport (MIV), Millville, New Jersey; Prescott-Ernest A. Love Field Airport (PRC), Prescott, Arizona; St. Louis-Spirit of St. Louis Airport (SUS), St. Louis, Missouri; St. Petersburg-Clearwater International Airport (PIE), St. Petersburg, Florida; Miami-Kendall-Tamiami Executive Airport (TMB), Miami, Florida.

This document corrects an error that appeared in the previous correction to the final rule. The final rule was published in the Federal Register on May 16, 2006, (71 FR 28518). The previous correction to the final rule was published in the Federal Register on August 16, 2006, (71 FR 47077). This document also amends the regulatory language in Table One as published in the Federal Register on August 16, 2006. The May 16, 2006, final rule implements adjustments to certain civil monetary penalties under the Federal Civil Penalties Inflation Adjustment Act of 1990, as amended by the Debt Collection Improvement Act of 1996.

The purpose of this notice is to solicit applications from interested parties to participate in the Corridors of the Future Program (CFP) selection process. The goal of the CFP is to accelerate the development of multi-State transportation Corridors of the Future for one or more transportation modes, by selecting up to 5 major transportation corridors in need of investment for the purpose of reducing congestion. The Federal government has an important role to play in facilitating and accelerating multi-State investments. States are encouraged to work together and with private sector partners to develop multi-State corridor proposals to advance project development and seek alternative financial opportunities. CFP projects may augment an existing transportation corridor or may develop entirely new facilities. Applications will be submitted in a two-step process. In the first step, the Applicant will submit a Corridor Proposal (Proposal) containing general information about the proposed Corridor project (Corridor). A Proposal may be submitted by one State, multiple States, or a private sector entity, and at this stage does not require the concurrence of all affected States. After the Proposal has been reviewed, the Applicant may be asked to proceed to the second step in the process by submitting an Application with more detailed information about the project.

On December 30, 2005, the FAA published a final rule; request for comments (Amendment Nos. 91-290, 121-320, 125-50, and 135-103), on the requirements for thermal/acoustic insulation flammability (70 FR 77748). We sought public comments on those amendments, but they became effective on February 28, 2006. This action responds to the comments received on that final rule; request for comments.

The FHWA is issuing this notice to advise the public that an Environmental Impact Statement (EIS) will be prepared for a proposed highway project in Clay and St. Johns Counties, Florida.

The Federal Aviation Administration (FAA) and the Bureau of Land Management (BLM) are issuing this notice to the public that an Environmental Impact Statement (EIS) will be prepared to consider the construction and operation of a new supplemental commercial service airport in southern Nevada. In accordance with Public Law 106-362, titled: Ivanpah Valley Airport Public Lands Transfer Act, the FAA, representing the Department of Transportation (DOT), and the BLM, representing the Department of the Interior (DOI), will serve as joint lead Federal agencies for the preparation of this EIS. The Clark County Department of Aviation (CCDOA), the sponsor of the project, has proposed to construct and operate a new supplemental commercial service airport (the Ivanpah Valley Airport) 30 miles south of the Las Vegas metropolitan area in the Ivanpah Valley (the Proposed Action) in order to ensure sufficient commercial service capacity for the metropolitan area. CCDOA propose that the new supplemental commercial service airport would be operational by the year 2017, and would supplement existing capacity at McCarran International Airport (McCarran Airport). CCDOA's proposal to construct a supplemental airport requires approval by the FAA. Such Federal action is subject to the National Environmental Policy Act (NEPA) and requires preparation of an EIS, which will evaluate the environmental impacts of the proposed Ivanpah Valley Airport and other reasonable alternatives for meeting the aviation needs of southern Nevada. CCDOA has proposed to construct and operate a new supplemental commercial service airport in response to the need for supplemental commercial service to the Las Vegas metropolitan area. McCarran Airport, which is owned and operated by Clark County, is currently the primary commercial passenger and cargo airport that serves as a gateway to the Las Vegas metropolitan area and southern Nevada. The number of commercial service operations has increased substantially at McCarran Airport over the past decade, largely as a result of the rapid growth in tourism, convention business, and service industries associated with the gaming and entertainment industry in Las Vegas, as well as an increase in population. Forecasts predict continued growth in aircraft operations at rates significantly exceeding the national average. Although McCarran Airport will be able to accommodate passenger demand in the next few years with the planned expansion and development of new terminal facilities, parking lots, and roadways, FAA forecasts indicate that by the year 2015, activity at McCarran Airport will reach 706, 684 annual aircraft operations (takeoffs or landings), representing an approximate 15 percent increase over existing operations. Without additional airfield, roadway, and terminal capacity, this level of operations would result in unacceptable levels of congestion and delay. Therefore, additional airfield, roadway, and terminal facilities would be required to meet future operations and passenger demand in the region.

The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B16 (CL- 604) airplanes and Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. These models may be referred to by their marketing designations as RJ100, RJ200, CRJ100, CRJ200, and CL-65. This AD requires revising the Emergency Procedures section of the airplane flight manual (AFM) to advise the flightcrew of additional procedures to follow in the event of stabilizer trim runaway. For certain airplanes, this AD also requires revising the Abnormal Procedures section of the AFM to advise the flightcrew of procedures to follow in the event of MACH TRIM, STAB TRIM, and horizontal stabilizer trim malfunctions. This AD results from reports of uncommanded horizontal stabilizer trim motion. We are issuing this AD to ensure that the flightcrew is advised of appropriate procedures to follow in the event of stabilizer trim runaway. Failure to follow these procedures could result in excessive uncommanded movement of the horizontal stabilizer trim actuator (HSTA) and loss of ability to use trim switches to override uncommanded movement or yoke disconnect switches to disconnect the HSTA, which could result in reduction of or loss of pitch trim control and consequent reduced controllability of the airplane.

This document proposes amendments to certain provisions of the early warning reporting rule published pursuant to the Transportation Recall Enhancement, Accountability, and Documentation (TREAD) Act. This document proposes to modify and clarify some of the manufacturers' reporting requirements under the rule. It would identify a subclass of field reports referred to as product evaluation reports and eliminate the requirement that manufacturers submit copies of them to the agency, revise the definition of fire, modify reporting relating to fuel systems on medium-heavy vehicles and buses, and limit the time period for required updates to a few data elements in reports of deaths and injuries.

This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2006-17-51, sent previously to all known U.S. owners and operators of Agusta S.p.A. (Agusta) Model AB139 helicopters by individual letters. This AD requires, before further flight and at specified intervals, certain visual inspections of each tailpipe assembly for a crack and for overheating. If you find areas of overheating, this AD also requires, before further flight, certain inspections for damage to the surrounding structure, outside of the cowling, and inside of each tailpipe assembly in certain areas. This AD also requires, before further flight, if you find a crack, replacing the tailpipe assembly with an airworthy tailpipe assembly. This AD is prompted by several reports of tailpipe assembly cracks. The actions specified by this AD are intended to prevent a fire due to the structure in the cowling area overheating, separation of a part of a tailpipe assembly, and subsequent loss of control of the helicopter.

This action amends Title 14 Code of Federal Regulations (14 CFR) part 71 relating to airspace designations to reflect the approval by the Director of the Federal Register of the incorporation by reference of FAA Order 7400.9P, Airspace Designations and Reporting Points. This action also explains the procedures the FAA will use to amend the listings of Class A, B, C, D, and E airspace areas; air traffic service routes; and reporting points incorporated by reference.

This final rule amends FAA regulations for issuing airworthiness certificates to certain new aircraft manufactured in the United States. These changes are necessary because under the current regulations, certain new aircraft are eligible for a standard airworthiness certificate without meeting the requirements of a type certificate (TC) and without having been manufactured under an FAA production approval. These changes are intended to ensure that new aircraft manufactured in the United States and issued a standard airworthiness certificate are type certificated and manufactured under an FAA production approval. This final rule also incorporates requirements contained in laws recently passed by Congress. These changes ensure that any person who manufactures or alters an aircraft, aircraft engine, or propeller based on a TC or supplemental type certificate (STC) either holds the certificate or has permission from the certificate holder. This amendment also includes language that allows a person to manufacture one new aircraft based on a TC without holding the TC or having a licensing agreement from the TC holder, provided manufacture of the aircraft began before August 5, 2004.

In response to a petition filed by DesertXpress Enterprises, LLC (DesertXpress), the Board is instituting a declaratory order proceeding under 5 U.S.C. 554(e) and 49 U.S.C. 721 to determine whether the Board's jurisdiction preempts state and local environmental review, land use restrictions, and other discretionary permitting requirements that might otherwise apply to DesertXpress' proposed construction of an interstate high speed passenger rail system between Victorville, CA, and Las Vegas, NV. No responses to the petition have been filed. The Board seeks public comment on this issue.

PHMSA proposes to amend the Hazardous Materials Regulations to maintain alignment with international standards by incorporating various amendments, including changes to proper shipping names, hazard classes, packing groups, special provisions, packaging authorizations, air transport quantity limitations and vessel stowage requirements. These revisions are necessary to harmonize the Hazardous Materials Regulations with recent changes to the International Maritime Dangerous Goods Code, the International Civil Aviation Organization's Technical Instructions for the Safe Transport of Dangerous Goods by Air, and the United Nations Recommendations on the Transport of Dangerous Goods.

This notice sets forth guidelines on the types and formats of data that States should collect relating to drivers who are arrested or convicted for violation of laws prohibiting the impaired operation of motor vehicles, as directed by Section 2007(c) of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU).

This document contains a list of vehicles recalled by their manufacturers during Calendar Year 2005 (January 1, 2005 through December 31, 2005) to correct a safety-related defect or a noncompliance with an applicable Federal motor vehicle safety standard (FMVSS). The listed vehicles are those that NHTSA has decided are substantially similar to vehicles imported into the United States that were not originally manufactured and certified to conform to all applicable FMVSS. The registered importers of those nonconforming vehicles are required to provide their owners with notification of, and a remedy for, the defects or noncompliances for which the listed vehicles were recalled.

These special conditions are issued to West Pacific Air LLC, 6427 E. Rutter Road, Spokane, WA 99212, for a Supplemental Type Certificate for the Raytheon Beech Model B-36TC airplane. This airplane will have novel and unusual design features when compared to the state of technology envisaged in the applicable airworthiness standards. These novel and unusual design features include the installation of electronic flight instrument system (EFIS) displays Model ICDS-10 manufactured by SAGEM Avionics, Inc. for which the applicable regulations do not contain adequate or appropriate airworthiness standards for the protection of these systems from the effects of high intensity radiated fields (HIRF). These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to the airworthiness standards applicable to these airplanes.

The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes. This AD requires replacing the clamp bases for the fuel vent pipe with improved clamp bases. This AD results from reports that the foil wrapping on existing plastic clamp bases has migrated out of position, which compromises the bonding of the fuel vent lines to the airplane structure. We are issuing this AD to ensure that the fuel vent lines are properly bonded to the airplane structure. Improper bonding could prevent electrical energy from a lightning strike from dissipating to the airplane structure, and create an ignition source, which could result in a fuel tank explosion.

The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires initial and repetitive visual inspections for fretting and fluorescent magnetic particle inspections (FMPI) for cracking in the area of the tierod holes on 8th stage high pressure compressor (HPC) front hubs (from here on, referred to as HPC front hubs) that have operated at any time with PWA 110-21 coating. This AD requires either replacing HPC front hubs and HPC disks that have operated at any time with PWA 110-21 coating and that operated in certain engine models, or, visually inspecting and FMPI for cracking of those parts and re-plating them if they pass inspection. This AD also requires adding JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, - 11, -15, -15A, -17, -17A, -17R, and -17AR engines to the applicability. This AD results from an investigation by PW, which concluded that any HPC front hub or HPC disk coated with PWA 110-21 that ever operated on JT8D-15, -15A, -17, -17A, -17R, -17AR, -209, -217, -217A, -217C, and - 219 turbofan engines, could crack before reaching their published life limit. We are issuing this AD to prevent a rupture of an HPC front hub or an HPC disk that could result in an uncontained engine failure and damage to the airplane.