The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to supersede AD 2025-22-02, Amendment 39-23180 (90 FR 49251, November 5, 2025) (AD 2025-22-02). AD 2025-22-02 applied to certain MHI RJ Aviation ULC (type certificate previously held by Bombardier, Inc.) Model CL-600-2C10 (Regional Jet Series 700, 701 &702), CL-600-2C11 (Regional Jet Series 550), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2025-22-02 required repetitive torque checks of the H-stab anti-yaw steady fitting block bolts. The FAA issued AD 2025-22-02 to address loose or missing bolts on the anti-yaw steady fitting block, which, when combined with a bird strike or gust loading, may result in loss of the H-stab and consequent loss of control of the airplane.

The NPRM was published in the Federal Register on January 27, 2026 (91 FR 3394). The NPRM was prompted by AD CF-2025-38, dated August 19, 2025 (Transport Canada AD CF-2025-38) (also referred to as the MCAI), issued by Transport Canada, which is the aviation authority for Canada. The MCAI states that loose or missing bolts on the anti-yaw steady fitting block, when combined with a bird strike or gust loading, may result in loss of the H-stab.

The preamble to AD 2025-22-02 specifies that the FAA considers that AD to be an “interim action” and that the FAA might consider further rulemaking to mandate the replacement of the H-stab anti-yaw steady fitting block hardware. The FAA has determined that this replacement must be required.

In the NPRM, the FAA proposed to continue to require the actions in AD 2025-22-02 and require replacing the H-stab anti-yaw steady fitting block hardware, as specified in Transport Canada AD CF-2025-38. The FAA is issuing this AD to address the unsafe condition on these products.

You may examine the MCAI in the AD docket at regulations.gov under Docket No. FAA-2026-0728.

The FAA received a comment from the Air Line Pilots Association, International (ALPA) who supported the NPRM without change.

These products have been approved by the civil aviation authority of another country and are approved for operation in the United States. Pursuant to the FAA's bilateral agreement with this State of Design Authority, that authority has notified the FAA of the unsafe condition described in the MCAI referenced above. The FAA reviewed the relevant data, considered any comments received, and determined that air safety requires adopting this AD as proposed. Accordingly, the FAA is issuing this AD to address the unsafe condition on these products. Except for minor editorial changes, this AD is adopted as proposed in the NPRM. None of the changes will increase the economic burden on any operator.

This AD requires Transport Canada AD CF-2025-38, dated August 19, 2025, which the Director of the Federal Register approved for incorporation by reference as of November 20, 2025 (90 FR 49251, November 5, 2025).

This material is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section.

The FAA estimates that this AD affects 597 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD:

The FAA estimates the following costs to do any necessary on-condition action that would be required based on the results of any required actions. The FAA has no way of determining the number of aircraft that might need this on-condition action:

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.

The FAA is 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.

This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.

For the reasons discussed above, I certify that this AD:

(1) Is not a “significant regulatory action” under Executive Order 12866,

(2) Will not affect intrastate aviation in Alaska, 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.

Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows:

The FAA's authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. 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. 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 the 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 modifies Class E airspace to support IFR operations at Florence Municipal Airport, Florence, OR.

The FAA published an NPRM for Docket No. FAA 2025-5142 in the Federal Register (91 FR 9209; February 25, 2026), proposing to modify the Class E airspace area at Florence Municipal Airport, Florence, OR. Interested parties were invited to participate in this rulemaking effort by submitting written comments on the proposal to the FAA. No comments were received.

Class E5 airspace areas are published in paragraph 6005 of FAA Order JO 7400.11, Airspace Designations and Reporting Points, which is incorporated by reference in 14 CFR 71.1 on an annual basis. This document amends the current version of that order, FAA Order JO 7400.11K, dated August 4, 2025, and effective September 15, 2025. These amendments will be published in the next update to FAA Order JO 7400.11. FAA Order JO 7400.11K, which lists Class A, B, C, D, and E airspace areas, air traffic service routes, and reporting points, is publicly available as listed in the ADDRESSES section of this document.

This action amends 14 CFR part 71 by modifying the Class E airspace area extending upward from 700 feet above the surface of the earth at Florence Municipal Airport, Florence, OR, to better contain instrument procedures. These actions support the safety and management of IFR operations at the airport.

The northern boundary is expanded to better contain the CEVVY ONE DEPARTURE (Area Navigation [RNAV]) and WOLFY ONE DEPARTURE (RNAV) procedures until participating aircraft reaches 1,200 feet above the surface and the RNAV (Global Positioning System [GPS]) 153 and Copter RNAV (GPS) 14 approach procedures when aircraft are operating at less than 1,500 feet above the surface of the earth.

Additionally, the southwestern boundary is extended to 4.3 miles southwest to more appropriately contain the missed approach portions of the Copter RNAV (GPS)14 and RNAV (GPS) 153 approach procedures while aircraft are operating at less than 1,500 above the surface of the earth.

The FAA has determined that this 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 Order 2100.6B, “Rulemaking and Guidance Procedure” (March 10, 2025); and (3) does not warrant preparation of a regulatory evaluation as the anticipated impact is so minimal. Since this is a routine matter that only affects air traffic procedures and air navigation, it is certified that this rule, when promulgated, does not have a significant economic impact on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.

The FAA has determined that this action qualifies for categorical exclusion under the National Environmental Policy Act in accordance with FAA Order 1050.1G, “FAA National Environmental Policy Act Implementing Procedures,” Appendix B-2.5. This airspace action is not expected to cause any potentially significant environmental impacts, and no extraordinary circumstances exist that warrant preparation of an environmental assessment.

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

The FAA's authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. 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. 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 the 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 establishes restricted areas R-5305A, R-5305B, and R-5305C, Camp Lejeune, NC; and restricted areas R-5307A, R-5307B, and R-5307C, Cherry Point, NC, to enhance aviation safety and accommodate essential U.S. Marine Corps training activities.

The FAA published an NPRM for Docket No. FAA-2025-0273 in the Federal Register (90 FR 13112; March 20, 2025), proposing to establish restricted areas R-5305A, R-5305B, and R-5305C, Camp Lejeune, NC; and restricted areas R-5307A, R-5307B, and R-5307C, Cherry Point, NC. Interested parties were invited to participate in this rulemaking effort by submitting written comments on the proposal to the FAA on or before May 5, 2025.

The FAA then published an extension of the comment period for Docket No. FAA-2025-0273 in the Federal Register (90 FR 15944; April 16, 2025). This extension was a result of a planned outage of the eRulemaking General Services Administration Cloud Migration website, which resulted in an outage of the Federal Register comment submission website from April 25, 2025, through April 28, 2025. The planned outage was near the end of the comment submission timeframe; therefore, it was deemed appropriate for the comment period to be extended to compensate for the outage and to allow proportionate time for comments to be submitted. This resulted in an extension of the comment period until May 9, 2025.

The FAA published a second extension of the comment period for Docket No. FAA-2025-0273 in the Federal Register (90 FR 19266; May 7, 2025). On April 29, 2025, the FAA received a request from the Aircraft Owners and Pilots Association (AOPA) to include graphical depictions of each proposed restricted area and to extend the comment period for an additional two weeks to allow for analysis of those graphical depictions. On April 30, 2025, graphical depictions of restricted areas R-5305A, R-5305B, and R-5305C, Camp Lejeune, NC; and restricted areas R-5307A, R-5307B, and R-5307C, Cherry Point, NC, were posted to the docket. The FAA also extended the comment period until May 23, 2025.

The FAA published a supplemental notice of proposed rulemaking (SNPRM) for Docket No. FAA-2025-0273 in the Federal Register (90 FR 25916; June 18, 2025). In this SNPRM, the FAA explained that in the NPRM it incorrectly stated a geographic coordinate, due to a rounding error, that partially defined the northern boundary of restricted areas R-5305A, R-5305B, and R-5305C. However, the supporting graphic depicting the boundary of these restricted areas, overlaid on a sectional chart, correctly depicted the intended boundary. Consequently, the FAA announced an extension of the comment period until July 18, 2025.

Ultimately, the FAA received 49 comments.

The FAA received comments from 24 individuals concerned that establishment of additional restricted area airspace would have local economic and environmental impacts at the nearby airports. Local economic impacts are addressed in the Regulatory Notices and Analyses section, and environmental impacts are addressed in the Environmental Review section on this Final Rule.

The majority of the comments focused on how the activation of restricted area airspace below 15,000 feet mean sea level (MSL) would affect the ability of aircraft operating under Visual Flight Rules (VFR) and Instrument Flight Rules (IFR) to operate and transition to and from Michael J Smith Field (KMRH) airport in Beaufort, NC. The commenters voiced concern that these restricted areas, when active, would further constrain the limited airspace available for general aviation aircraft to arrive or depart KMRH airport to or from the northwest. Specifically, concerns were raised for restricted areas R-5305A and R-5307A. When these areas are active, along with other nearby restricted area airspace, aircraft would have to take specific actions to avoid these areas. To avoid restricted area R-5305A, aircraft would also need to circumnavigate restricted area airspace to the west. To avoid restricted area R-5307A, aircraft would be required to fly below the 2,500 feet MSL floor and navigate through 2 corridors, each about 4 nautical miles wide, located southwest and northeast of Cherry Point MCAS (Cunningham Field) airport Class D airspace.

The commenters made several suggestions for alleviating these concerns, including: (a) relocating the restricted area activities offshore to warning area airspace; (b) requiring Notices to Airmen (NOTAM) to be filed at least four hours prior to activation to assist pilots with their flight planning; (c) providing real-time updates on the status of each restricted area; and (d) raising the floor of restricted areas R-5305A, R-5307A, and R-5307B, or creating a VFR corridor from the northwest of the KMRH airport to facilitate access, with a ceiling above 2,500 feet MSL.

The FAA does not agree with the comments suggesting to relocate these hazardous activities to warning area airspace offshore. The purpose of proposing to establish each of the restricted areas is to connect them with existing special use airspace (SUA) restricted area complexes R-5303, R5304, and R-5306 to establish one large contiguous tract of SUA that is better suited to contain the hazardous activities associated with U.S. Marine Corps training requirements. Offshore warning area airspace off the coast of North Carolina does not meet many airspace volume requirements for some types of aviation training. U.S. Marine Corps training requires land with varied terrain for field artillery and amphibious assault training, which offshore warning areas do not provide. This training will be conducted alongside the aviation exercises that use hazardous laser-guided weapon systems and artillery. To ensure aviation safety, restricted area airspace must be established to contain these hazardous activities.

FAA agrees in part with the comments suggesting that NOTAMs be filed at least four hours prior to activation of each restricted area to assist pilots with their flight planning. The FAA disagrees with a 4-hour advance NOTAM requirement for restricted area R-5307C as it is designated as active from 8:00 a.m. to 11:59 p.m. local time, Monday through Friday, and it is expected that pilots would plan to routinely circumnavigate the area. It is also entirely within Class A airspace, where pilots are in communication with air traffic control (ATC), and will be informed in real-time if the area becomes active. Therefore, a 4-hour advance NOTAM is not warranted, and no changes have been made to this final rule concerning restricted area R-5307C.

The FAA agrees with requiring advance notice by NOTAM for the other restricted areas in this proposal. Accordingly, because 4-hour advance notice was requested, the times of designation for restricted areas R-5305B, R-5305C, and R-5307B have been changed in this final rule to add a provision that activation by NOTAM must occur at least 4 hours in advance. As an additional mitigation to address public concerns, the time of designation for restricted area R-5307A is changed in this final rule to include the provision that activation by NOTAM must occur at least 12 hours in advance, which more than satisfies the requested 4 hours. The time of designation for restricted area R-5305A was initially proposed with the provision that activation by NOTAM be published at least 24 hours in advance, and that requirement has been retained without change in this final rule.

The FAA agrees in part with comments suggesting the FAA provide real-time updates on the status of each restricted area. Although creating a new system with the capability for real-time notification of airspace activation is beyond the scope of this action, the FAA provides a SUA status website with graphical depictions and information on current and near future SUA activation status across the National Airspace System (NAS) at https://sua.faa.gov.

Additionally, real time status for each restricted area is available by contacting its controlling agency on very high frequency (VHF) and ultra high frequency (UHF) frequencies which will be listed in the chart tabulation section of aeronautical charts. Cherry Point Combined Center Radar Approach Control Facility (CERAP) is the controlling agency for restricted areas R-5305A, R-5305B, R-5307A, and R-5307B, and it may be contacted for the status of any of these restricted areas on frequencies 119.75 and 360.775. Washington Air Route Traffic Control Center (ARTCC) is the controlling agency for restricted areas R-5305C and R-5307C, and it may be contacted on frequencies 123.85 and 279.65 for the status of restricted area R-5305C, and frequencies 124.025 and 269.15 for the status of restricted area R-5307C.

The FAA declines to adopt the recommendations of comments suggesting raising the floor of restricted areas R-5305A, R-5307A, and R-5307B, or creating a VFR corridor from KMRH airport to the northwest to facilitate access to the airport. The floor of restricted area R-5305A must remain at the surface to contain the hazardous activity of artillery shells being fired from the surface. The floor of restricted areas R-5307A and R-5307B must remain at 2,500 feet MSL to contain the hazardous activity involving the use of lasers used in the targeting system for Small Diameter Bomb II. These hazardous lasers and bombs would be deployed from a variety of altitudes within the active portions of the restricted area complex, angled downward through restricted area R-5307A and R-5307B, and into the adjacent restricted area R-5306A. Raising the floor of restricted area R-5307A above 2,500 feet MSL, even in a portion of the airspace ( e.g., to create a VFR corridor), would degrade training by limiting the angles that could be used to fire ordnance and thus not provide realistic targeting and weapon delivery training scenarios.

The FAA acknowledges that there will be some impact to IFR and VFR users operating to and from KMRH airport when restricted area R-5305 and R-5307 complexes are active. This impact will be minimized through limited restricted area airspace activation, joint-use procedures, and the availability of ATC services and traffic advisories for VFR aircraft.

Restricted areas are established for joint-use, meaning that large SUA areas are subdivided to facilitate the real-time release of airspace back to the NAS when an area is not needed for activation. Joint-use procedures ensure that sub-areas of the restricted area are only activated when needed to accomplish the hazardous activity, and deactivation occurs in real-time when training activities are completed. Specific joint-use procedures are documented in a letter of agreement or letter of procedure between the controlling agency and the using agency. Cherry Point CERAP has joint-use procedures in place that may permit non-participating aircraft to transit active restricted areas, when it would not impact the hazardous training activities being conducted, and while remaining in two-way communication with ATC.

Additionally, Cherry Point CERAP has joint-use procedures in place that would keep hazardous activities away from non-participating IFR aircraft and permit those aircraft to fly though active restricted areas on instrument arrival and departure procedures for the KMRH airport. Lastly, Cherry Point CERAP may deactivate portions of these restricted areas when non-participant aircraft need to use those areas to avoid severe weather, turbulence, and handling of emergency aircraft.

Subsequent to publication of the NPRM, the FAA identified an error in the proposed designated altitudes listed for restricted area R-5307A, which was listed as “from 2,500 feet above ground level (AGL) to but not including 10,000 feet MSL.” The correct designated altitude for restricted area R-5307A is “from 2,500 feet MSL to but not including 10,000 feet MSL.” This final rule corrects this error. Restricted area R-5307A is located above the Cherry Point MCAS (Cunningham Field) airport, which has an elevation of 29 feet MSL. Therefore, the altitude difference between 2,500 feet AGL and 2,500 feet MSL is approximately 29 feet throughout R-5307A, and the correction effectively results in lowering the airspace floor by that amount, which would not substantively alter the routes or altitudes pilots would need to fly to avoid the restricted area airspace when it is active. Accordingly, because the correction results in only a nominal change to the floor altitude of the affected restricted area, the change is ministerial in nature. Therefore, the FAA finds good cause that recirculating the proposal for notice and comment is unnecessary.

This action amends 14 CFR part 73 by establishing restricted areas R-5305A, R-5305B, and R-5305C, Camp Lejeune, NC; and restricted areas R-5307A, R-5307B, and R-5307C, Cherry Point, NC. This restricted area airspace, combined with preexisting restricted areas R-5003, R-5004, and R-5306 complexes, support United States Marine Corps (USMC) training and readiness requirements and provide the contiguous restricted area airspace required to contain hazardous activities such as weapon deployment, and use of non-eye safe lasers and artillery necessary to conduct complex and realistic training scenarios that accomplish mission essential tasks.

Restricted areas R-5305A, R-5305B, and R-5305C share the same lateral boundaries. Restricted area R-5305A extends from the surface up to but not including 7,000 feet MSL, excluding the airspace from the surface to 200 feet AGL within 200 feet either side of U.S. Highway 17. Published times of use are Monday through Friday, 0600 to 2359 local time; other times of use must be published in a NOTAM at least 24 hours in advance. Restricted area R-5305A is expected to be activated 8 hours per day, 150 days per year. Approximately 25 percent of the activation time will occur during the hours of darkness, and approximately 5 percent of all activation will include fixed-wing operations.

Restricted area R-5305B extends from 7,000 feet MSL up to but not including 10,000 feet MSL. A NOTAM must be published at least 4 hours in advance to announce the intermittent times of use of restricted area R-5305B. Restricted area R-5305B is expected to be activated 4 hours per day, 30 days per year. Approximately 25 percent of the activation time will be during the hours of darkness, and approximately 50 percent of the activation time will include fixed-wing operations.

Restricted area R-5305C extends from 10,000 feet MSL up to but not including FL 180. A NOTAM must be published at least 4 hours in advance to announce the intermittent times of use of restricted area R-5305C. Restricted area R-5305C is expected to be activated 4 hours per day, 30 days per year. Approximately 25 percent of the activation time will be during the hours of darkness, and approximately 50 percent of the activation time will include fixed-wing operations.

Restricted areas R-5307A, R-5307B, and R-5307C overlay each other, and is intended to replace alert area A-530, which FAA plans to cancel concurrent with the establishment of the restricted areas through a separate nonrulemaking process. Restricted areas R-5307B and R-5307C share the same lateral boundaries.

Restricted area R-5307A extends from 2,500 feet MSL up to but not including 10,000 feet MSL. A NOTAM must be published at least 12 hours in advance to announce the intermittent times of use of restricted area R-5307A. Restricted area R-5307A is expected to be activated 2 hours per day, 25 days per year. Approximately 25 percent of all activation time will be during the hours of darkness.

Restricted area R-5307B extends from 10,000 feet MSL up to but not including Flight Level (FL) 180. A NOTAM must be published at least 4 hours in advance to announce the intermittent times of use of restricted area R-5307A. Restricted area R-5307B is expected to be activated 4 hours per day, 25 days per year. Approximately 25 percent of all activation time will be during the hours of darkness.

Restricted area R-5307C extends from FL 180 to FL 290. Published times of use are Monday through Friday, 0800-2359 local, other times by NOTAM. Restricted area R-5307C is expected to be activated 4 hours per day, 100 days per year. Approximately 25 percent of all activation time will be during the hours of darkness.

The FAA has determined that this 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 Order 2100.6B, “Rulemaking and Guidance Procedure” (March 10, 2025); and (3) is anticipated to have a minimal economic impact, as it only affects air traffic procedures and air navigation, resulting in at most de minimis costs from minor rerouting of flights. Since this is a routine matter that only affects air traffic procedures and air navigation, with de minimis impact on operators, it is certified that this rule, when promulgated, does not have a significant economic impact on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.

The FAA's establishment of restricted areas R-5305A, R-5305B, and R-5305C at Camp Lejeune, NC; and restricted areas R-5307A, R-5307B, and R-5307C at Cherry Point, NC, as described above, was evaluated and documented for potential environmental impacts by the USMC in an Environmental Assessment (EA), dated May 2025. The U.S. Marine Corps EA and FAA's adoption of that EA were produced in accordance with the requirements of the National Environmental Policy Act (NEPA) (42 U.S.C. 4321 et seq. ) and the FAA's procedural provisions of NEPA in FAA Orders 1050.1G (“FAA National Environmental Policy Act Implementing Procedures”), and JO 7400.2R, (“Procedures for Handling Airspace Matters”), which set forth the FAA's procedures for evaluating changes to the NAS which includes establishing and modifying SUA. The FAA, in fulfilling its mandated role as a NEPA Cooperating Agency for the U.S. Marine Corps proposed actions within the above-described restricted areas, adopted the U.S. Marine Corps Final EA in a separate FAA NEPA adoption document and Record of Decision (ROD).

The U.S. Marine Corps Final EA for the Enhancement of Air and Ground Training and Readiness incorporated the FAA's process for establishment of the above-described restricted areas to support the U.S. Marine Corps proposed actions in those restricted areas. The U.S. Marine Corps EA analyzed the potential for environmental impacts associated with the establishment and use of these restricted areas to support U.S. Marine Corps training requirements, which include fixed-wing aircraft use of existing targets, employment of long-range lasers, integration of threat emitters, low-altitude air defense training, surface-to-surface artillery training, small arms ranges training, and training with combat-capable Unmanned Aircraft Systems. The Final EA resulted in a Finding of No Significant Impact and, therefore, an Environmental Impact Statement is not required.

In consideration of the foregoing, the Federal Aviation Administration amends 14 CFR part 73 as follows:

Section 11.2 of the Commission's regulations provides a method for computing reasonable annual charges for recompensing the United States for the use, occupancy, and enjoyment of its lands by hydropower licensees. 1 Annual charges for the use of government lands are payable in advance, and are based on an annual schedule of per-acre rental fees published in appendix A to part 11 of the Commission's regulations. 2 This notice updates the fee schedule in appendix A to part 11 for fiscal year 2026 (October 1, 2025, through September 30, 2026).

This final rule is effective April 21, 2026. The provisions of 5 U.S.C. 804, regarding Congressional review of final rules, do not apply to this final rule because the rule concerns agency procedure and practice and will not substantially affect the rights or obligations of non-agency parties. This final rule merely updates the fee schedule published in the Code of Federal Regulations to reflect scheduled adjustments, as provided for in § 11.2 of the Commission's regulations.

In consideration of the foregoing, the Commission amends appendix A to part 11, chapter I, title 18, Code of Federal Regulations, as follows.