[Federal Register Volume 68, Number 10 (Wednesday, January 15, 2003)]
[Rules and Regulations]
[Page 1955]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-656]



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  Federal Register / Vol. 68, No. 10 / Wednesday, January 15, 2003 / 
Rules and Regulations  

[[Page 1955]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 1, 25, and 97

[Docket No. FAA-2002-13982; Amendment Nos. 1-49, 25-208, 97-1333]
RIN 2120-AD40


1-g Stall Speed as the Basis for Compliance With Part 25 of the 
Federal Aviation Regulations; Correction

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule, correction.

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

SUMMARY: In the November 26, 2002, issue of the Federal Register, the 
FAA published a final rule regarding 1-g stall speed as a basis for 
compliance with part 25 of the Federal Aviation Regulations (67 FR 
70812). The final rule, as published, erroneously contained a former 
docket number. It contained an erroneous reference to a publication of 
a notice of proposed advisory circular revisions. It also contained a 
change to a part 25 section that was previously changed by an earlier 
amendment, and is therefore moot to this rulemaking. This document 
serves to correct these errors.

EFFECTIVE DATE: December 26, 2002.

FOR FURTHER INFORMATION CONTACT: Don Stimson, telephone (425) 227-1129.

SUPPLEMENTARY INFORMATION:

Background

    These amendments are based on notice of proposed rulemaking (NPRM) 
Notice No. 95-17, which was published in the Federal Register on 
January 18, 1996 (61 FR 1260), FAA Docket No. 28404. The final rule, 
published November 26, 2002 at 67 FR 70812, should have been given a 
new docket number, based on the fact that the FAA now uses the 
Department of Transportation's Docket Management System (DMS) instead 
of the former FAA Docket System. The FAA transitioned to a new DMS 
maintained by the Department of Transportation during the course of 
this final rulemaking. At earlier stages of the rulemaking, the FAA 
Docket Number was 28404. Under the new DMS, the docket number is FAA-
2002-13982. The final rule, as published, erroneously used the old, FAA 
docket number instead of the new DMS docket number.
    The final rule docket erroneously made a reference to the 
publication (on November 12, 2002) of a notice of proposed advisory 
revisions. The advisory circular revisions have not yet been published 
and the document should have read that a notice of proposed advisory 
circular revisions will be published in the Federal Register shortly 
after publication of this final rule.
    The final rule document contained a change to Sec.  25.735, Brakes 
and braking systems, which was previously changed with Amendment 25-
107. Therefore, the change made in this final rule document was 
unnecessary, and the appropriate text is reinstated.

Correction to Preamble of Final Rule

    Document Number 02-29667, Amendment Nos. 1-49, 25-108, 97-133, 
published in the Federal Register on November 26, 2002 (67 FR 70812), 
is corrected as follows:
    1. On page 70812, in the first column, fourth line, change ``Docket 
No. 28404'' to read ``Docket No. FAA-2002-13982.''
    2. On page 78017, in the second column, fourth line, revise the 
last sentence of the paragraph to read: ``A notice of proposed advisory 
circular revisions will be published in the Federal Register shortly 
after publication of this final rule.''

Correcting Amendment to 14 CFR Part 25

PART 25--AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES

    1. The authority citation for part 25 continues to read as follows:

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

    2. Section 25.735 is corrected by revising paragraphs (f)(2) and 
(g) to read as follows:


Sec.  25.735  Brakes and braking systems.

* * * * *
    (f) * * *
    (2) Maximum kinetic energy accelerate-stop. The maximum kinetic 
energy accelerate-stop is a rejected takeoff for the most critical 
combination of airplane takeoff weight and speed. The accelerate-stop 
brake kinetic energy absorption requirement of each wheel, brake, and 
tire assembly must be determined. It must be substantiated by 
dynamometer testing that the wheel, brake, and tire assembly is capable 
of absorbing not less than this level of kinetic energy throughout the 
defined wear range of the brake. The energy absorption rate derived 
from the airplane manufacturer's braking requirements must be achieved. 
The mean deceleration must not be less than 6 fps \2\.
* * * * *
    (g) Brake condition after high kinetic energy dynamometer stop(s). 
Following the high kinetic energy stop demonstration(s) required by 
paragraph (f) of this section, with the parking brake promptly and 
fully applied for at least 3 minutes, it must be demonstrated that for 
at least 5 minutes from application of the parking brake, no condition 
occurs (or has occurred during the stop), including fire associated 
with the tire or wheel and brake assembly, that could prejudice the 
safe and complete evacuation of the airplane.
* * * * *

    Issued in Washington, DC, on January 6, 2002.
Donald P. Byrne,
Assistant Chief Counsel for Regulations.
[FR Doc. 03-656 Filed 1-14-03; 8:45 am]
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