Voglio sapere a riguardo di…

Tuesday , A u g u s t 2, 1955
either to fly dangerously close in order to identify them or to make more than one identification pass. Accordingly, the Department has recommended that larger identification markings be re quired on the side surfaces of civil air craft.
The Board has beeen advised that wing surface markings are not suitable for identification purposes for several rea sons. Upper wing surface markings appear right side up to an interceptor pilot for only a brief interval of time.
This is due to the fact that as soon as an interceptor pilot passes the wing of a civil aircraft, he experiences reversed orientation with respect to the wing markings and they appear upside down to him. On the other hand, lower wing surface markings appear inverted before the interceptor pilot has passed the civil aircraft. The Board has also been in formed that upper wing surface mark ings are not suitable for identification purposes for the reasons that an inter ceptor pilots view of such markings is at times obstructed by the wing of his own aircraft, and that the markings are frequently difficult to distinguish because of glare and the angle at which they have to be read. With respect to lower wing surface markings, it has been al leged that they cannot be seen easily from the ground, unless the aircraft is directly overhead and at a low altitude, because the lower surfaces are in a shadow.
In view of the foregoing information and recommendations, the Boards Bu reau of Safety Regulation issued a no tice of proposed rule making which was published in the F ederal R e g ist e r 20
F. R. 1225 and circulated as Civil Air Regulations Draft Release No. 55-7, dated February 18,1955, which proposed, among other things, the deletion of the requirement in Part 1 of the Civil Air Regulations for wing and tail surface markings on fixed-wing aircraft. In lieu thereof, it proposed to require that larger identification markings be displayed horizontally either on the fuselage side or on the vertical tail surfaces of all fixed-wing aircraft after January 1, 1960. Analysis of the comment received in response to D raft Release No. 55-7
reveals that the great majority of those who commented challenged the justifi cation made for the proposed amend ment. In the light of this comment, the Board is o f the opinion that further in vestigation of this matter is necessary and does not, therefore, contemplate taking any action with respect to Draft ; Release No. 55-7 in the immediate future.
Prior to and since the publication of the proposed amendment, the Board re ceived requests from many aircraft operators for waivers of certain of th<
identification marking requirements pre scribed in Part 1. However, as previ ously indicated, final disposition of th<
matter of amending present identifica tion requirements will be delayed Meanwhile, in view of the aforemen tioned requests for waivers and th<
Boards desire to obtain informatioi I which win be o f value in making a fina disposition of identification markinj
FEDERAL REGISTER
requirements, the Board is of the opinion that persons who desire to do so should be permitted to display, fo r a temporary period, larger identification markings on either the fuselage side or vertical tail surfaces of fixed-wing aircraft in lieu of upperand lower-wing surface mark ings and small tail surface markings.
Persons who choose to display identifi cation markings in accordance with this regulation are required to affix the mark ings to their aircraft during the first year following the effective date of this regulation. Since this regulation will remain in effect for a period of 5 years from its effective date, unless sooner su perseded or rescinded, those who affix identification markings to their aircraft in accordance with this regulation can be reasonably assured o f being able to continue displaying such markings for a period of time, which the Board be lieves to be a reasonable useful life.
I t would be of value to the Board if those persons who display identification markings on their aircraft in accordance with this regulation will submit to the Board photographs or sketches of their aircraft displaying such markings, and also their comments as to the effect such markings are observed to have on im proving ground-to-air and air-to-air identification of their aircraft. All such information should be addressed to the Civil Aeronautics Board, attention Bu reau o f Safety Regulation, Washington 25, D. C.
Since the method of displaying identi fication markings on fixed-wing aircraft which this temporary regulation permits is substantially the same as that pub lished in the notice of proposed rule making circulated in Draft Release No.
55-7, the Board finds that additional no tice and public procedure for this tempo rary regulation are unnecessary. Since this regulation imposes no additional burden on any person, it may be made effective on less than 30 days notice.
In consideration o f the foregoing, the Civil Aeronautics Board hereby makes and promulgates the following Special Civil Air Regulation, effective July 27, 1955:
Contrary provisions o f 1.102 a and 1.103 a of Part 1 of the Civil Air Regula tions notwithstanding, identification mark ings may be affixed on the fuselage side sur faces or on the vertical tail surfaces of fixed-wing aircraft during the first year fo l lowing the effective date of this regulation in accordance with the following:
1. The markings shall be placed horizon tally and the letters and numbers shall be of equal height not less than 12 inches high.
2. I f on the sides o f the fuselage, the markings shall be displayed on both sides of the fuselage in an area between the wing trailing edge and the horizontal stabilizer leading edge.
3. I f on the sides of the vertical tail sur faces, the marks shall be displayed on both sides of a single vertical tail surface and on the outer sides of multitail surfaces.
4. Identification markings affixed in ac cordance with the foregoing provisions may be displayed until the termination date of this special regulation.

This regulation shall terminate on July 27, 1960, unless sooner superseded or rescinded by the Board.

5479
Sec. 205, 52 Stat. 984; 49 U. S. C. 425. Inter pret or apply secs. 601, 603, 52 Stat. 1007, 1009, as amended; 49 XT. S. C. 551, 553

By the Civil Aeronautics Board.
seal
M . C. M u l l i g a n ,
Secretary.
P . R. Doc. 55-6219; PUed, Aug. 1, 1955;
8:50 a. m .

Chapter II Civil Aeronautics Admin istration, Department of Commerce Arndt. 60
P art
600 D e s ig n a t io n
op
C iv il A ir w a y s
ALTERATIONS

The civil airway alterations appearing hereinafter have been coordinated with the civil operators involved, the Army, the Navy and the Air Force, through the A ir Coordinating Committee, Airspace Panel, and are adopted to become effec tive when indicated in order to promote safety. Compliance with the notice pro cedures, and effective date provisions of section 4 of the Administrative Proce dure Act would be impracticable and contrary to public interest and therefore is not required. Part 600 is amended as follows:
1. Section 600.218 Red civil airway No.
18 Indianapolis, Ind., to Washington, D. C. is amended by changing portion before Cincinnati, Ohio, radio range sta tion to read: From the intersection of the east course of the Indianapolis, Ind., radio range and the northwest course of the Cincinnati, Ohio, radio range via the Cincinnati, Ohio, radio range station; .
2. Section 600.242 is amended by changing caption to read: Red civil airway No. 42 Milwaukee, Wis., to Aurora, III. , and by deleting the last portion which reads: From the inter section of the southeast course of the Rockford, 111., radio range and the west course of the Goshen, Ind., radio range to the intersection of the southeast course of the Rockford, HI., radio range and the southeast course of the Chicago, 111., radio range.
3. Section 600.609 is amended to read:
600.609 Blue civil airway No. 9
Springfield, Mo., to United StatesCanadian Border. From the Springfield, Mo., radio range station to the Columbia, Mo., radio range station.
From the Rochester, Minn., radio range station to the intersection of the north course of the Rochester, Minn., radio range and the southeast course of the Minneapolis, Minn., radio range. That airspace over United States territory from the Minneapolis, Minn., radio range station via the Duluth, Minn., radio range station to the Lakehead, Ont., Canada, radio range station.
4. Section 600.6003 is amended by changing the caption to read: VOR
civil airway No. 3 Key West, Fla., to Presque Isle, M a in e, by deleting the words, From the Key West, Fla., omni range station via and substituting the following words in lieu thereof, That airspace over the United States terri tory from the Key West, Fla., omni-