[Federal Register Volume 86, Number 111 (Friday, June 11, 2021)]
[Rules and Regulations]
[Pages 31089-31092]
[FR Doc No: 2021-12229]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2021-0185; Project Identifier MCAI-2020-00265-R;
Amendment 39-21581; AD 2021-11-19]
RIN 2120-AA64

Airworthiness Directives; Bell Textron Canada Limited (Type
Certificate Previously Held by Bell Helicopter Textron Canada Limited)
Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
Bell Textron Canada Limited (type certificate previously held by Bell
Helicopter Textron Canada Limited) (Bell) Model 505 helicopters. This
AD was prompted by the discovery of a gap between the transmission
restraint assembly aft attachment hardware lower washer and mating
airframe truss assembly (truss assembly) clevis lower lug. This AD
requires inspecting the transmission restraint aft attachment hardware
installation for a gap and corrective action depending on the
inspection results. The FAA is issuing this AD to address the unsafe
condition on these products.

DATES: This AD is effective July 16, 2021.
    The Director of the Federal Register approved the incorporation by
reference of a certain document listed in this AD as of July 16, 2021.

ADDRESSES: For service information identified in this final rule,
contact Bell Textron Canada Limited, 12,800 Rue de l'Avenir, Mirabel,
Quebec J7J1R4; telephone<PHONE_NUMBER> or<PHONE_NUMBER>; fax 450-433-
0272; or at https://www.bellcustomer.com. You may view the referenced
service information at the FAA, Office of the Regional Counsel,
Southwest Region, 10101 Hillwood Pkwy., Room 6N-321, Fort Worth, TX
76177. Service information that is incorporated by reference is also
available at https://www.regulations.gov by searching for and locating
Docket No. FAA-2021-0185.

Examining the AD Docket

    You may examine the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2021-0185; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this final rule, the
Transport Canada AD, any comments received, and other information. The
street address for Docket Operations is U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Matt Fuller, AD Program Manager,
General Aviation & Rotorcraft Unit, Airworthiness Products Section,
Operational Safety Branch, FAA, 10101 Hillwood Pkwy., Fort Worth, TX
76177; telephone<PHONE_NUMBER>; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Background

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to Bell Model 505
helicopters with a truss assembly part number (P/N) SLS-030-056-015
with a serial number (S/N) listed in Attachment A of Bell Alert Service
Bulletin (ASB) 505-19-12, Revision A, dated July 11, 2019 (505-19-12
Rev A). The NPRM published in the Federal Register on March 22, 2021
(86 FR 15146). In the NPRM, the FAA proposed to require the following
within 100 hours time-in-service (TIS):
     Accessing and cleaning the lower attachment hardware
securing the restraint to the truss assembly, loosening the torque on
each lower nut to measure the tare, and adding a torque value of 20
inch-lbs to the measured tare of each nut and torqueing each nut to
this new total value.
     Inspecting for a gap around the circumference between the
nut and the washer and between the washer and the truss assembly clevis
lower lug mounting surface of the right-hand (RH) and left-hand (LH)
sides, and if there is a gap, measuring the gap.
     If there is a gap that is less than 0.003 inch (0.076 mm),
installing the hardware using the original torque value of 40 to 58
foot-pounds (55 to 78 Nm) plus tare and completing the installation of
the attachment point.
     If there is a gap that is 0.003 inch (0.076 mm) to 0.020
inch (0.508 mm) inclusive, installing the hardware with a decreased
torque value limit of 20 to 60 inch-pounds (2.3 to 6.8 Nm) plus tare
and completing the installation of the attachment point. The NPRM also
proposed to require updating records for your helicopter to indicate
the new torque limits on one or both sides. Thereafter, within 100
hours TIS, and thereafter at intervals not to exceed 100 hours TIS, the
NPRM proposed to

require inspecting the assembly for fretting between the washer and
truss lower lug mounting surface, the security of the pitch restraint
attachment hardware to make sure it does not turn freely, and the
torque seal lacquer between the nut and the washer to make sure the
torque seal is intact on the RH and LH sides. Depending on the
inspection results, the NPRM proposed to require removing the cotter
pin from service and removing the nut, washer, and bolt, and inspecting
the bolt and the lower surface of the truss assembly clevis lower lug.
Depending on these inspection results, the NPRM proposed to require
removing the bolt from service; reworking and cleaning the lower
surface of the clevis lower lug and inspecting for any cracks; removing
the clevis lower lug from service; or applying primer and final paint.
The NPRM then proposed to require installing the hardware with a
decreased torque value limit of 20 to 60 inch-pounds (2.3 to 6.8 Nm)
plus tare and completing the installation of the attachment point.
     If there is a gap that is more than more than 0.020 inch
(0.508 mm), removing the nut, washer, and bolt from service and
repairing or replacing the truss assembly clevis lower lug in
accordance with FAA-approved procedures.
    The NPRM was prompted by Canadian AD CF-2019-35, dated October 2,
2019 (Transport Canada AD CF-2019-35), issued by Transport Canada,
which is the aviation authority for Canada, to correct an unsafe
condition for Bell Model 505 helicopters, S/Ns 65011 and subsequent.
Transport Canada advises of a gap between the transmission restraint
assembly aft attachment hardware lower washer and the lower lug of the
truss assembly clevis identified during quality control activity of a
helicopter in final assembly. This gap can occur on the RH and LH sides
of the truss assembly clevis. Subsequent investigation revealed that
this condition may exist on in-service helicopters. Transport Canada
advises that excessive gapping at either of these locations will result
in increased stress when fasteners are installed and that the increased
stress may result in cracking on the clevis lower lug and subsequent
failure of one or both clevis lower lugs. Transport Canada further
advises that this condition, if not corrected, could lead to loss of
pylon pitch stiffness, excessive pylon pitch motions leading to unknown
cyclic inputs to the main rotor, and consequent loss of control of the
helicopter.
    Accordingly, Transport Canada AD CF-2019-35 requires identifying
the S/N of the installed truss assembly, and for a helicopter with an
affected truss assembly installed, performing an initial inspection of
the transmission restraint aft attachment hardware installations for a
gap. Depending on the inspection results, Transport Canada AD CF-2019-
35 requires reducing the torque to the attachment hardware, updating
records, and repetitive inspections of the attachment hardware for wear
and fretting because of the reduced friction between the mating
surfaces; reporting findings to Bell and accomplishing corrective
actions specified by Bell; or completing the installation of the
attachment hardware and updating records.

Comments

    The FAA received no comments on the NPRM or on the determination of
the costs.

Conclusion

    These helicopters have been approved by the aviation authority of
Canada and are approved for operation in the United States. Pursuant to
the FAA's bilateral agreement with Canada, Transport Canada, its
technical representative, has notified the FAA of the unsafe condition
described in its AD. The FAA reviewed the relevant data 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
helicopters.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed 505-19-12 Rev A. This service information
specifies procedures for an inspection of the restraint hardware
installation for the presence of a gap and if needed, reducing the
torque to the affected attachment hardware, a repetitive 100-hour
inspection of the pitch restraint attachment hardware, and repair of
fretting damage on the truss assembly clevis lower lug.
    This service information 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.

Other Related Service Information

    The FAA also reviewed Bell ASB 505-19-12, dated June 27, 2019. This
original version of the service information contains the same
procedures as 505-19-12 Rev A, except 505-19-12 Rev A corrects a torque
value.

Differences Between This AD and the Transport Canada AD

    The applicability of the Transport Canada AD is by helicopter S/N
and requires identifying the S/N of the installed truss assembly P/N
SLS-030-056-015 to determine if the helicopter is affected by the
unsafe condition, whereas the applicability of this AD is by
helicopters with certain serial-numbered truss assembly P/N SLS-030-
056-015 installed instead. The compliance time of the initial
inspections required by the Transport Canada AD is within 100 hours air
time or 6 months, whichever occurs first, whereas the compliance time
in this AD is within 100 hours TIS. The Transport Canada AD requires
reporting information to Bell to obtain certain corrective action,
while this AD requires repairing or removing affected parts from
service instead.

Costs of Compliance

    The FAA estimates that this AD affects 87 helicopters of U.S.
registry. Labor costs are estimated at $85 per work-hour. Based on
these numbers, the FAA estimates the following costs to comply with
this AD.
    Measuring tare and inspecting for a gap between the transmission
restraint assembly aft attachment hardware lower washer and the truss
assembly will take about 1 work-hour for an estimated cost of $85 per
helicopter and $7,395 for the U.S. fleet. If required, inspecting a
pitch restraint attachment point will take about 1 work-hour for an
estimated cost of $85 per attachment point per inspection cycle.
    The FAA estimates the following costs to do any necessary repairs
or replacements based on the results of the inspections:
     Updating records to indicate the new torque limits will
take about 0.25 work-hour for an estimated cost of $21.
     Replacing a bolt will take a minimal additional amount of
time after inspecting and the part will cost about $50.
     Reworking the lower surface of the clevis lower lug will
take about 1 work-hour for an estimated cost of $85.

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.
    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 helicopters identified in this rulemaking action.

Regulatory Findings

    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.

List of Subjects in 14 CFR Part 39

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

The Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness
directive:

2021-11-19 Bell Textron Canada Limited (Type Certificate Previously
Held by Bell Helicopter Textron Canada Limited): Amendment 39-21581;
Docket No. FAA-2021-0185; Project Identifier MCAI-2020-00265-R.

(a) Effective Date

    This airworthiness directive (AD) is effective July 16, 2021.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Bell Textron Canada Limited (type certificate
previously held by Bell Helicopter Textron Canada Limited) Model 505
helicopters, certificated in any category, with a truss assembly
part number (P/N) SLS-030-056-015 with a serial number listed in
Attachment A of Bell Alert Service Bulletin (ASB) 505-19-12,
Revision A, dated July 11, 2019 (ASB 505-19-12 Rev A).

(d) Subject

    Joint Aircraft System Component (JASC) Code 5310, Fuselage Main,
Structure.

(e) Unsafe Condition

    The FAA is issuing this AD to address a gap between the
transmission restraint assembly aft attachment hardware lower washer
and the right-hand (RH) and left-hand (LH) mating airframe truss
assembly (truss assembly) clevis lower lug. The unsafe condition, if
not addressed, could result in increased stress, cracking and
failure of one or both of the clevis lower lugs, and subsequent loss
of pylon pitch stiffness, excessive pylon pitch motions leading to
unknown cyclic inputs to the main rotor, and loss of control of the
helicopter.

(f) Compliance

    Comply with this AD within the compliance times specified,
unless already done.

(g) Required Actions

    Within 100 hours time-in-service (TIS) after the effective date
of this AD, access the transmission restraint assembly and:
    (1) Remove the safety pin at each lower nut location of the aft
bolts securing the restraint to the truss assembly. Use solvent (C-
304) to remove the corrosion preventive compound on each nut and
washer located under the RH and LH truss assembly clevis lower lug.
    (2) Loosen the torque on each lower nut while holding the bolt
with a wrench until the washer turns freely while sitting on top of
the nut.
    (3) Measure and record the tare of each nut. For purposes of
this AD, tare is the torque required to overcome the internal
friction between a self-locking nut and bolt as the nut is being
turned on the bolt, but before the nut contacts the washer. Add a
torque value of 20 inch-lbs to the measured tare of each nut and
torque each nut to this new total value.
    (4) Inspect for a gap around the circumference between the nut
and the washer and between the washer and the truss assembly clevis
lower lug mounting surface of the RH and LH sides as illustrated in
Figure 1 of ASB 505-19-12 Rev A (2 sheets). If there is a gap,
measure the gap.
    (i) If there is a gap that is less than 0.003 inch (0.076 mm),
before further flight, install the hardware using the original
torque value of 40 to 58 foot-pounds (55 to 78 Nm) plus tare. Do not
exceed the limit specified in this paragraph plus tare. Install a
cotter pin and apply corrosion preventive compound (C-101) and
torque seal lacquer (C-049) between the nut, washer, and lower
surface of the truss assembly clevis.
    (ii) If there is a gap that is 0.003 inch (0.076 mm) to 0.020
inch (0.508 mm) inclusive, before further flight, install the
hardware with a decreased torque value limit of 20 to 60 inch-pounds
(2.3 to 6.8 Nm) plus tare. Do not exceed the limit specified in this
paragraph plus tare. Install a cotter pin. You may install an
additional washer P/N NAS1149E0863P before torqueing and installing
the cotter pin while not exceeding the maximum limit of 60 inch-lbs
plus tare. Apply corrosion preventive compound (C-101) and torque
seal lacquer (C-049) between the nut, washer, and lower surface of
the truss assembly clevis. Update records for your helicopter to
indicate the new torque limits on one or both sides.
    (A) Within 100 hours TIS after performing paragraph (g)(4)(ii)
of this AD, and thereafter at intervals not to exceed 100 hours TIS,
inspect the assembly for fretting between the washer and truss lower
lug mounting surface, inspect the security of the pitch restraint
attachment hardware to make sure it does not turn freely, and
inspect the torque seal lacquer between the nut and the washer to
make sure the torque seal is intact on the RH and LH sides.
    (B) If there is any fretting, the pitch restraint attachment
hardware turns freely, or a torque seal is broken, remove the cotter
pin from service and remove the nut, washer, and bolt. Inspect the
bolt for damage and the lower surface of the truss assembly clevis
lower lug for fretting damage.
    (1) If the bolt has damage, remove the bolt from service.
    (2) If the lower surface of the truss assembly clevis lower lug
has fretting damage within allowable repair limits, use 400 grit
sandpaper (C-423) and rework fretting damage smooth with adjacent
surfaces, while removing minimum material. Do not exceed .010 inch
(0.254 mm) deep total cumulative amount of material to be removed
from the clevis's lower lugs compared to adjacent original surfaces
after rework. Clean with acetone (C-316) and let dry. With the
acetone dry, visually inspect the clevis lower lug for any cracks.
    (i) If there is a crack within allowable repair limits, repair
in accordance with FAA-approved procedures. If there is a crack that
meets or exceeds allowable repair limits, remove the truss assembly
clevis lower lug from service.
    (ii) If there is not a crack, apply primer (C-204) to the
reworked surface and let dry. With the primer dry, apply final paint
(polyurethane topcoat color No. 16492) to the reworked surface.
    (3) If the lower surface of the truss assembly clevis lower lug
has fretting damage that exceeds allowable repair limits, before
further flight, remove the truss assembly clevis lower lug from
service.
    (C) Install a nut, washer, and bolt with a decreased torque
value limit of 20 to 60 inch-pounds (2.3 to 6.8 Nm) plus tare. Do
not exceed the limit specified in this paragraph plus tare. Install
a cotter pin. You may install an additional washer P/N NAS1149E0863P
before torqueing and installing the cotter pin while not exceeding
the maximum limit of 60 inch-lbs plus tare. Apply corrosion
preventive compound (C-101) and torque seal lacquer (C-049) between
the nut, washer, and lower surface of the truss assembly clevis.

    (iii) If there is a gap that is more than 0.020 inch (0.508 mm),
before further flight, remove the nut, washer, and bolt from service
and repair or replace the truss assembly clevis lower lug in
accordance with FAA-approved procedures.

(h) Credit for Previous Actions

    You may take credit for the first instance of the actions that
are required by paragraphs (g)(1) through (4) of this AD, except not
paragraphs (g)(4)(i), (g)(4)(ii)(A) through (C), or (g)(4)(iii) of
this AD if you completed the Accomplishment Instructions, Part I of
Bell ASB 505-19-12, dated June 27, 2019, before the effective date
of this AD.

(i) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, International Validation Branch, FAA, has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector or local Flight
Standards District Office, as appropriate. If sending information
directly to the manager of the International Validation Branch, send
it to the attention of the person identified in paragraph (j)(1) of
this AD. Information may be emailed to<EMAIL_ADDRESS>    (2) 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.

(j) Related Information

    (1) For more information about this AD, contact Matt Fuller, AD
Program Manager, General Aviation & Rotorcraft Unit, Airworthiness
Products Section, Operational Safety Branch, FAA, 10101 Hillwood
Pkwy., Fort Worth, TX 76177; telephone<PHONE_NUMBER>; email
<EMAIL_ADDRESS>    (2) Bell Alert Service Bulletin 505-19-12, dated June 27, 2019,
which is not incorporated by reference, contains additional
information about the subject of this AD. This service information
is available at the contact information specified in paragraphs
(k)(3) and (4) of this AD.
    (3) The subject of this AD is addressed in Transport Canada AD
CF-2019-35, dated October 2, 2019. You may view the Transport Canada
AD at https://www.regulations.gov in Docket No. FAA-2021-0185.

(k) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the
incorporation by reference of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
    (i) Bell Alert Service Bulletin 505-19-12, Revision A, dated
July 11, 2019.
    (ii) [Reserved]
    (3) For service information identified in this AD, contact Bell
Textron Canada Limited, 12,800 Rue de l'Avenir, Mirabel, Quebec
J7J1R4; telephone<PHONE_NUMBER> or<PHONE_NUMBER>; fax<PHONE_NUMBER>; or
at https://www.bellcustomer.com.
    (4) You may view this service information at the FAA, Office of
the Regional Counsel, Southwest Region, 10101 Hillwood Pkwy., Room
6N-321, Fort Worth, TX 76177. For information on the availability of
this material at the FAA, call<PHONE_NUMBER>.
    (5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, email<EMAIL_ADDRESS>or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued on May 20, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2021-12229 Filed 6-10-21; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 80, Number 171 (Thursday, September 3, 2015)]
[Notices]
[Pages 53384-53385]
[FR Doc No: 2015-21893]

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DEPARTMENT OF TRANSPORTATION

Federal Motor Carrier Safety Administration

[Docket No. FMCSA-2015-0267]

Pipe Line Contractors Association; United Association of
Journeymen and Apprentices of the Plumbing and Pipe Fitting Industry;
Application for Exemption

AGENCY: Federal Motor Carrier Safety Administration (FMCSA), DOT.

ACTION: Notice of application for exemption; request for comments.

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SUMMARY: FMCSA announces that it has received a joint application from
the Pipe Line Contractors Association (PLCA) and the United Association
of Journeymen and Apprentices of the Plumbing and Pipe Fitting Industry
of the United States and Canada, AFL-CIO (UA), for an exemption from
Parts 391, 392, 393, 395 and 396 of the Federal Motor Carrier Safety
Regulations (FMCSRs). The exemption would be available to motor
carriers and drivers operating commercial motor vehicles (CMV) weighing
less than 15,000 pounds while engaged in pipeline-welding operations.
FMCSA requests public comment on this joint application for exemption.

DATES: Comments must be received on or before October 5, 2015.

ADDRESSES: You may submit comments bearing the Federal Docket
Management System (FDMS) Docket ID, FMCSA-2015-0267 using any of the
following methods:
     Federal eRulemaking Portal: Go to www.regulations.gov.
Follow the on-line 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., Washington, DC, between 9 a.m. and
5 p.m., ET, Monday through Friday, except Federal Holidays.
     Fax: 1-202-493-2251.
    Each submission must include the Agency name and the docket number
for this notice. Note that DOT posts all comments received without
change to www.regulations.gov, including any personal information
included in a comment. Please see the Privacy Act heading below.
    Docket: For access to the docket to read background documents or
comments, go to www.regulations.gov at any time or visit Room W12-140
on the ground level of the West Building, 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5 p.m., ET, Monday through Friday,
except Federal holidays. The online FDMS is available 24 hours each
day, 365 days each year. If you want acknowledgment that we received
your comments, please include a self-addressed, stamped envelope or
postcard or print the acknowledgment page that appears after submitting
comments on-line.
    Privacy Act: 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.

FOR FURTHER INFORMATION CONTACT: Mr. Robert Schultz, Driver and Carrier
Operations Division; Office of Carrier, Driver and Vehicle Safety
Standards, FMCSA; Telephone:<PHONE_NUMBER>. Email<EMAIL_ADDRESS>If you
have questions on viewing or submitting material to the docket, contact
Docket Services, telephone<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Background

    FMCSA has authority under 49 U.S.C. 31136(e) and 31315 to grant
exemptions from certain parts of the Federal Motor Carrier Safety
Regulations. FMCSA must publish a notice of each exemption request in
the Federal Register (49 CFR 381.315(a)). The Agency must provide the
public an opportunity to inspect the information relevant to the
application, including any safety analyses that have been conducted.
The Agency must also provide an opportunity for public comment on the
request.
    The Agency reviews safety analyses and public comments submitted,
and determines whether granting the exemption would likely achieve a
level of safety equivalent to, or greater than, the level that would be
achieved by the current regulations (49 CFR 381.305). The decision of
the Agency must be published in the Federal Register (49 CFR
381.315(b)) with the reasons for denying or granting the application
and, if granted, the name of the person or class of persons receiving
the exemption, and the regulatory provision from which the exemption is
granted. The notice must also specify the effective period and explain
the terms and conditions of the exemption. The exemption may be renewed
(49 CFR 381.300(b)), but only after the public is provided the
opportunity to comment on the renewal.

Request for Exemption

    UA and PLCA, the applicants, jointly seek exemption from part 391,
``Qualifications of Drivers,'' part 392, ``Driving of Commercial Motor
Vehicles,'' part 393 ``Parts and Accessories Necessary for Safe
Operation,'' and part 395, ``Hours of Service of Drivers.'' The
regulations from which the applicants seek exemption apply only to
drivers and motor carriers operating in interstate commerce. According
to UA and PLCA, welders ``live in various states and travel from job to
job, often across state lines,'' but the applicants did not otherwise
address the question whether pipeline welders operate in interstate
commerce. The complete application is available in the docket referred
to at the beginning of this notice.
    UA is a trade union whose membership includes approximately 3,500
welders who are employed by companies engaged in the construction,
repair and maintenance of pipelines. The typical welder owns a heavy-
duty pickup truck equipped with welding equipment and weighing less
than 15,000 pounds that he or she drives to the work site. The
pipeline-construction companies employing the drivers are members of
PLCA, a trade association. According to the joint application for
exemption, pipeline contractors typically hire 10 to 12 welders for a
specific location and the employment usually lasts 4 to 6 weeks. PLCA
states that its contractors were involved in approximately 500 such
projects in 2014.
    For many welders, the truck is the sole vehicle they have; they use
it for personal errands and other everyday use when they are not on the
job. The applicants state that the pipeline contractor hiring the
welder enters into a lease for use of the truck for the period of the
welder's employment. It also agrees to pay an hourly fee for the time
during which the welding equipment is actually in use.
    Pipeline projects are typically located in remote areas served by
right-of-ways that are not open to the public. As described in the
application, at the beginning of the day, welders typically drive their
welding vehicle to a prearranged ``assembly point'' that is usually
about 10 miles from the pipeline right of way. After driving their
vehicle 10 miles on public roads, welders enter the pipeline right-of-
way at the project site and do not usually return to the public roads
until the end of the workday. The applicants state that even the
largest pipeline projects do not exceed 100 miles in length. The
typical workday for a welder includes significant ``waiting time'' in
the remote area because welders often have to wait for other work to be
completed before they can weld. Welders typically work 10 hours a day,
6 days a week.
    The FMCSRs place responsibility upon motor carriers to ensure the
safety of the vehicles they place into commerce. The applicants state
that it is not practical for the pipeline contractors to be responsible
for inspection of the welding-vehicles because the vehicles remain
under control of the welders at all times. They cite terms of the
collective bargaining agreement requiring the welders to maintain their
vehicle in safe condition, and point out that PLCA provides safety
training to its members and their drivers. They also contend that the
FMCSRs should not apply to the operation of the welding CMVs because
these vehicles must pass state inspections applicable to passenger
vehicles.
    The FMCSRs place various responsibilities upon motor carriers
relative to the qualifications and health of the drivers it permits to
operate CMVs in interstate commerce. The applicants contend that
because pipeline-construction companies hire welders temporarily--
usually for 6 weeks or less--it is not practical for them to comply
with regulatory requirements pertaining to driver qualification files
and driver hours of service. Pipeline-welders are often also motor
carriers as that term is defined by the FMCSRs. The welders assert that
it is not practical for them to comply with the FMCSRs because they are
sole proprietors and it is too taxing for them to keep up with all the
requirements of the FMCSRs. They further contend that welding CMVs are
seldom on public roads and that ``DOT officials and officers'' apply
truck safety rules inconsistently when they encounter welding vehicles
on public roads.

Request for Comments

    In accordance with 49 U.S.C. 31136(e) and 31315(b)(4), FMCSA
requests public comment on the joint application of UA and the PLCA for
exemption from part 391, ``Qualifications of Drivers,'' part 392,
``Driving of Commercial Motor Vehicles,'' part 393 ``Parts and
Accessories Necessary for Safe Operation,'' and part 395, ``Hours of
Service of drivers.'' The Agency will consider all comments received by
close of business on October 5, 2015. Comments will be available for
examination in the docket at the location listed under the ADDRESSES
section of this notice.

    Issued on: August 28, 2015.
Larry W. Minor,
 Associate Administrator for Policy.
[FR Doc. 2015-21893 Filed 9-2-15; 8:45 am]
 BILLING CODE 4910-EX-P


[Federal Register Volume 86, Number 218 (Tuesday, November 16, 2021)]
[Notices]
[Pages 63375-63376]
[FR Doc No: 2021-24941]

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ENVIRONMENTAL PROTECTION AGENCY

[FRL-9259-01-OW]

Meeting of the National Drinking Water Advisory Council

AGENCY: Environmental Protection Agency (EPA).

ACTION: Notice of a public meeting.

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

SUMMARY: The U.S. Environmental Protection Agency's (EPA) Office of
Ground Water and Drinking Water is announcing a virtual meeting of the
National Drinking Water Advisory Council (NDWAC or Council) as
authorized under the Safe Drinking Water Act (SDWA). During this
meeting the NDWAC will primarily focus discussions on developing advice
and recommendations to EPA on targeted issues related to revisions to
the Consumer Confidence Report rule, as required by the America's Water
Infrastructure Act of 2018.

DATES: The meeting will be held on December 1, 2021, from 10:30 a.m. to
5:30 p.m., eastern time; and on December 2, 2021 from 10:00 a.m. to
5:30 p.m., eastern time.

ADDRESSES: This will be a virtual meeting. There will be no in-person
gathering for this meeting. For more information about attending,
providing oral statements, and accessibility for the meeting, as well
as sending written comments, see the SUPPLEMENTARY INFORMATION section
of this document.

FOR FURTHER INFORMATION CONTACT: Elizabeth Corr, NDWAC Designated
Federal Officer, Office of Ground Water and Drinking Water (Mail Code
4601), U.S. Environmental Protection Agency, 1200 Pennsylvania Avenue
NW, Washington, DC 20460; telephone number:<PHONE_NUMBER>; email
address: [email protected].

SUPPLEMENTARY INFORMATION:
    Attending the Meeting: The meeting will be open to the general
public. The meeting agenda, including additional topics for discussion,
and information on how to register for and attend the meeting online
will be provided on EPA's website at https://www.epa.gov/ndwac prior to
the meeting.
    Oral Statements: EPA will allocate one hour for the public to
present oral comments during the meeting. Oral statements will be
limited to five minutes per person during the public comment period. It
is preferred that only one person present a statement on behalf of a
group or organization. Persons interested in presenting an oral
statement should send an email to Elizabeth Corr, at
[email protected] by noon, eastern time, on November 23, 2021.
    Written Statements: Any person who wishes to file a written
statement can do so before or after the Council meeting. Send written
statements by email to [email protected] or see the FOR FURTHER
INFORMATION CONTACT section if sending statements by mail. Written
statements received by noon, eastern time, on November 23, 2021, will
be distributed to all members of the Council prior to the meeting.
Statements received after that time will become part of the permanent
file for the meeting and will be forwarded to the Council members after
conclusion of the meeting.
    Accessibility: For information on access or services for
individuals with disabilities, or to request

accommodations for a disability, please contact Elizabeth Corr by email
at [email protected], or by phone at<PHONE_NUMBER>, preferably at
least 10 days prior to the meeting to allow as much time as possible to
process your request.
    National Drinking Water Advisory Council: The NDWAC was created by
Congress on December 16, 1974, as part of the Safe Drinking Water Act
(SDWA) of 1974, Public Law 93-523, 42 U.S.C. 300j-5, and is operated in
accordance with the provisions of the Federal Advisory Committee Act
(FACA), 5 U.S.C. App. 2. The NDWAC was established to advise, consult
with, and make recommendations to the EPA Administrator on matters
relating to activities, functions, policies, and regulations under
SDWA. General information concerning the NDWAC is available at: https://www.epa.gov/ndwac.

Jennifer L. McLain,
Director, Office of Ground Water and Drinking Water.
[FR Doc. 2021-24941 Filed 11-15-21; 8:45 am]
BILLING CODE 6560-50-P


[Federal Register Volume 78, Number 157 (Wednesday, August 14, 2013)]
[Notices]
[Pages 49595-49596]
[FR Doc No: 2013-19739]

=======================================================================
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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

Aviation Rulemaking Advisory Committee--New Task

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of new task assignment for the Aviation Rulemaking
Advisory Committee (ARAC).

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

SUMMARY: The FAA assigned the Aviation Rulemaking Advisory Committee
(ARAC) a new task to provide recommendations regarding the outdated
Advisory Circular (AC) 120-17A, Maintenance Control by Reliability
Methods guidance material. The FAA needs to provide its employees and
the aviation industry with current information for developing,
implementing, maintaining and overseeing air carrier's maintenance
reliability programs. This notice informs the public of the new ARAC
activity and solicits membership for the Maintenance Reliability
Program Working Group.

FOR FURTHER INFORMATION CONTACT: Paul K. Pitts, Federal Aviation
Administration, AFS-330 Air Carrier Maintenance Branch, 800
Independence Avenue SW., Washington, DC 20591; email:
<EMAIL_ADDRESS>telephone:<PHONE_NUMBER>, facsimile: (202) 385-
6474.

SUPPLEMENTARY INFORMATION:

ARAC Acceptance of Task

    As a result of the June 2013 ARAC meeting, the FAA has assigned and
ARAC has accepted this task and will establish the Maintenance
Reliability Program Working Group. The working group will serve as
staff to ARAC and provide it advice and recommendations on the assigned
task. ARAC will review and approve the recommendation report that will
be sent to the FAA.

Background

    The FAA established ARAC to provide advice and recommendations to
the FAA Administrator, through the Associate Administrator of Aviation
Safety, on the FAA's rulemaking activities. ARAC's objective is to
improve the development of the FAA's regulations and guidance material
by providing information, advice, and recommendations related to
aviation issues.
    The National Transportation Safety Board (NTSB) issued safety
recommendation, A-09-110, which identified contradictory philosophy
regarding on-condition maintenance in reliability program control
mechanisms recognized by the FAA. Specifically, it requested the FAA
to:

    Resolve the differences between Advisory Circular (AC) 120-17A
and AC 120-16E (now revised to AC 120-16F) in regard to Federal
Aviation Administration philosophy and use of on-condition
maintenance programs.

    Currently, AC 120-17A refers to the Maintenance Steering Group 2
(MSG-2) logic for developing maintenance programs, which dates from the
1970's. AC 120-16F, dated November 15, 2012, provides guidance for the
implementation of an air carriers maintenance program. Air carriers
consider the maintenance requirements for identifying tasks and
intervals when establishing maintenance programs. These considerations
address corrective and preventive maintenance on airframes, engines,
rotors, propellers, appliances, and emergency equipment. Recognizing
the experience gained from MSG-2, we now use MSG 3 logic, which
replaced MSC-2 logic in 1980, for developing a more effective set of
procedures through analysis of aircraft functions, rather than
components. In response to the NTSB safety recommendation, the FAA is
requesting ARAC assistance to evaluate the guidance contained in the
AC's that are associated with methods for establishing, monitoring,
maintaining and overseeing air carrier reliability programs.
    The Maintenance Reliability Program Working Group will provide
advice and recommendations on the concepts and standards for
maintenance reliability methods for ARAC review and approval.

The Task

    The Maintenance Reliability Program Working Group is to complete
the following:
    1. Review the NTSB Recommendation A-09-110. http://www.ntsb.gov/doclib/recletters/2009/A09_108_111.pdf
    2. Review AC 120-17A, ``Maintenance Control by Reliability
Methods'' http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/22744, and AC 120-16F
``Air Carrier Maintenance Programs''. http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC%20120-16F.pdf
    3. Gather and review all internal and external guidance documents
that reference or provide information on establishing, monitoring,
maintaining and overseeing air carrier reliability programs.
    4. Determine whether updated guidance material is appropriate and
if so, develop draft internal and external guidance based on modern
concepts, which ensure a standardized methodology for establishing,
monitoring, maintaining and overseeing air carrier's aircraft
maintenance reliability programs.
    5. Develop and submit a report that contains recommendations for
ensuring consistent establishment, monitoring, maintaining and
overseeing an air carrier reliability program that explains the
decisions made in developing the recommendation and any corresponding
documents.
    6. The working group may be reinstated to assist the ARAC by
responding to FAA's questions or concerns after the recommendation has
been submitted.
    The report should document both majority and minority positions on
the findings and the rationale for each position. Any disagreements
should be documented, including the rationale for each position and the
reasons for the disagreement.

Schedule

    The recommendation report must be submitted to the FAA for review
and acceptance no later than September 30, 2014.

Working Group Activity

    The Maintenance Reliability Program Working Group must comply with
the

procedures adopted by ARAC. As part of the procedures, the working
group must:
    1. Conduct a review and analysis of the assigned tasks and the
related materials or documents.
    2. Draft and submit a work plan for completion of the task,
including the rationale supporting such a plan, for consideration by
ARAC.
    3. Provide a status report on the work plan at each ARAC meeting.
    4. Draft and submit the recommendation report based on the review
and analysis of the assigned tasks.
    5. Present the recommendation report to the ARAC at a regularly
scheduled meeting.

Participation in the Working Group

    The Maintenance Reliability Program Working Group will be comprised
of technical experts having an interest in the assigned task. A working
group member need not be a member representative of ARAC. The FAA would
like a wide range of members to ensure all aspects of the tasks are
considered in development of the recommendations.
    The June 18, 2010 Presidential memorandum ``Lobbyists on Agency
Boards and Commissions,'' states that a member must not be a federally
registered lobbyist, who is subject to the registration and reporting
requirements of the Lobbying Disclosure Act of 1995 (LDA) as amended, 2
U.S.C 1603, 1604, and 1605, at the time of appointment or reappointment
to the ARAC, and has not served in such a role for a two-year period
prior to appointment. For further information see OMB final guidance on
appointment of lobbyists to federal boards and commissions (76 FR
61756, October 5, 2011.) Therefore, the FAA will not select any person
that is a registered lobbyist.
    If you wish to become a member of the Maintenance Reliability
Program Working Group, write the person listed under the caption FOR
FURTHER INFORMATION CONTACT expressing that desire. Describe your
interest in the task and state the expertise you would bring to the
working group. We must receive all requests by September 3, 2013. ARAC
and the FAA will review the requests and advise you whether or not your
request is approved.
    If you are chosen for membership on the working group, you must
actively participate in the working group by attending all meetings,
and providing written comments when requested to do so. You must devote
the resources necessary to support the working group in meeting any
assigned deadlines. You must keep your management chain and those you
may represent advised of working group activities and decisions to
ensure the proposed technical solutions do not conflict with the
position of those you represent. Once the working group has begun
deliberations, members will not be added or substituted without the
approval of the ARAC Chair, the FAA, including the Designated Federal
Officer, and the Working Group Chair.
    The Secretary of Transportation determined the formation and use of
ARAC is necessary and in the public interest in connection with the
performance of duties imposed on the FAA by law.
    ARAC meetings are open to the public. However, meetings of the
Maintenance Reliability Program Working Group are not open to the
public, except to the extent individuals with an interest and expertise
are selected to participate. The FAA will make no public announcement
of working group meetings.

    Issued in Washington, DC, on August 9, 2013.
Lirio Liu,
Designated Federal Officer, Aviation Rulemaking Advisory Committee.
[FR Doc. 2013-19739 Filed 8-13-13; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 82, Number 9 (Friday, January 13, 2017)]
[Proposed Rules]
[Pages 4229-4231]
[FR Doc No: 2017-00696]

=======================================================================
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DEPARTMENT OF HOMELAND SECURITY

Coast Guard

33 CFR Part 165

[Docket Number USCG-2015-1113]
RIN 1625-AA00

Safety zone; Tennessee River, Mile 446.0 to 454.5

AGENCY: Coast Guard, DHS.

ACTION: Notice of proposed rulemaking.

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SUMMARY: The Coast Guard proposes to establish a safety zone for all
waters of the Tennessee River, beginning at mile marker 446.0 and
ending at mile marker 454.5 during periods of high water flow. High
water flow is determined by flow rates that have reached or exceeded
100,000 cubic feet per second at Chickamauga lock and dam on the
Tennessee River at mile marker 471.0. This proposed safety zone is
necessary to provide safety for mariners transiting on the Tennessee
River during periods of high water flow. Entry into this area will be
prohibited unless specifically authorized by the Captain of the Port
Ohio Valley or designated representative. We invite your comments on
this proposed rulemaking.

DATES: Comments and related material must be received by the Coast
Guard on or before January 30, 2017.

ADDRESSES: You may submit comments identified by docket number USCG-
2015-1113 using the Federal eRulemaking Portal at http://www.regulations.gov. See the ``Public Participation and Request for
Comments'' portion of the SUPPLEMENTARY INFORMATION section for further
instructions on submitting comments.

FOR FURTHER INFORMATION CONTACT: If you have questions about this
proposed rulemaking, call or email Petty Officer Ashley Schad, MSD
Nashville, Nashville, TN, at<PHONE_NUMBER> or at
<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

I. Table of Abbreviations

CFR Code of Federal Regulations
DHS Department of Homeland Security
E.O. Executive order
FR Federal Register
NPRM Notice of proposed rulemaking
Pub. L. Public Law
Sec.  Section
U.S.C. United States Code

II. Background, Purpose, and Legal Basis

    The Captain of the Port Ohio Valley is proposing to establish a
safety zone for all waters of the Tennessee River, from mile 446.0 to
454.5 during periods of high water flow. This proposed safety zone is
necessary to provide safety for mariners transiting on the Tennessee
River during periods of high water flow. There have been temporary
final rules issued in the past establishing a safety zone on the
Tennessee River beginning at mile marker 446.0 and ending at mile
marker 454.5 when flow rates reached or exceeded 100,000 cubic feet per
second at Chickamauga lock and dam. Examples of these previous
temporary final rules were published under docket numbers USCG-2013-
0025 and USCG-2011-1148. This proposed rulemaking is also necessary to
more efficiently effect necessary safety measures during emergent high
water events in the future by reducing administrative burden and the
amount of paperwork required for multiple individual rulemakings. The
Tennessee River beginning at mile marker 446.0 and ending at 454.5
poses a navigational hazard during periods of high water flow. A high
water flow determination for this area is established when flow rates
reach or exceed 100,000 cubic feet per second at Chickamauga lock and
dam on the Tennessee River at mile marker 471.0. The Captain of the
Port Ohio Valley has determined that additional safety measures are
necessary to protect all mariners during periods of high water flow.
Therefore, the Coast Guard

proposes to establish a permanent safety zone on specified waters of
the Tennessee River triggered by high water flow. This proposed
regulation would be in effect whenever flow rates reach or exceed
100,000 cubic feet per second at Chickamauga lock and dam on the
Tennessee River at mile marker 471.0.
    The Coast Guard proposes this rulemaking under the authority in 33
U.S.C. 1231.

III. Discussion of Proposed Rule

    The Captain of the Port Ohio Valley is proposing to establish a
safety zone for all waters of the Tennessee River beginning at mile
marker 446.0 and ending at mile marker 454.5. Vessels or persons would
not be able to enter into, depart from, or move within this area
without permission from the Captain of the Port Ohio Valley or
designated representative. Persons or vessels requiring entry into or
passage through the proposed safety zone will be required to request
permission from the Captain of the Port Ohio Valley, or designated
representative. They can be contacted on VHF-FM Channel 13, 16, or
through Coast Guard Sector Ohio Valley at 1-800-253-7465. This proposed
rule would be effective during periods of high water flow when flow
rates reach or exceed 100,000 cubic feet per second at Chickamauga lock
and dam. The Captain of the Port Ohio Valley would inform the public
through broadcast notices to mariners during periods of high water flow
when the safety zone is established as well as when flow rates fall
below 100,000 cubic feet per second and the safety zone is no longer in
effect.

IV. Regulatory Analyses

    We developed this proposed rule after considering numerous statutes
and executive orders (E.O.s) related to rulemaking. Below we summarize
our analyses based on a number of these statutes and E.O.s, and we
discuss First Amendment rights of protestors.

A. Regulatory Planning and Review

    E.O.s 12866 and 13563 direct agencies to assess the costs and
benefits of available regulatory alternatives and, if regulation is
necessary, to select regulatory approaches that maximize net benefits.
E.O. 13563 emphasizes the importance of quantifying both costs and
benefits, of reducing costs, of harmonizing rules, and of promoting
flexibility. This NPRM has not been designated a ``significant
regulatory action,'' under E.O. 12866. Accordingly, the NPRM has not
been reviewed by the Office of Management and Budget.
    This regulatory action determination is based on the size,
location, duration, and time-of-day of the safety zone. Vessel traffic
would only be impacted during times of high water which pose dangerous
navigational hazards when flow rates exceed 100,000 cubic feet per
second at Chickamauga lock and dam. Moreover, the Coast Guard would
issue a Broadcast Notice to Mariners via VHF-FM marine channel 16 about
the zone, and the rule would allow vessels to seek permission to enter
the zone.

B. Impact on Small Entities

    The Regulatory Flexibility Act of 1980, 5 U.S.C. 601-612, as
amended, requires Federal agencies to consider the potential impact of
regulations on small entities during rulemaking. The term ``small
entities'' comprises small businesses, not-for-profit organizations
that are independently owned and operated and are not dominant in their
fields, and governmental jurisdictions with populations of less than
50,000. The Coast Guard certifies under 5 U.S.C. 605(b) that this
proposed rule would not have a significant economic impact on a
substantial number of small entities.
    While some owners or operators of vessels intending to transit the
safety zone may be small entities, for the reasons stated in section
IV.A above this proposed rule would not have a significant economic
impact on any vessel owner or operator.
    If you think that your business, organization, or governmental
jurisdiction qualifies as a small entity and that this rule would have
a significant economic impact on it, please submit a comment (see
ADDRESSES) explaining why you think it qualifies and how and to what
degree this rule would economically affect it.
    Under section 213(a) of the Small Business Regulatory Enforcement
Fairness Act of 1996 (Pub. L. 104-121), we want to assist small
entities in understanding this proposed rule. If the rule would affect
your small business, organization, or governmental jurisdiction and you
have questions concerning its provisions or options for compliance,
please contact the person listed in the FOR FURTHER INFORMATION CONTACT
section. The Coast Guard will not retaliate against small entities that
question or complain about this proposed rule or any policy or action
of the Coast Guard.

C. Collection of Information

    This proposed rule would not call for a new collection of
information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-
3520).

D. Federalism and Indian Tribal Governments

    A rule has implications for federalism under E.O. 13132,
Federalism, if it has 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. We have analyzed this proposed rule under that Order and
have determined that it is consistent with the fundamental federalism
principles and preemption requirements described in E.O. 13132.
    Also, this proposed rule does not have tribal implications under
E.O. 13175, Consultation and Coordination with Indian Tribal
Governments, because it would not have a substantial direct effect on
one or more Indian tribes, on the relationship between the Federal
Government and Indian tribes, or on the distribution of power and
responsibilities between the Federal Government and Indian tribes. If
you believe this proposed rule has implications for federalism or
Indian tribes, please contact the person listed in the FOR FURTHER
INFORMATION CONTACT section above.

E. Unfunded Mandates Reform Act

    The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538)
requires Federal agencies to assess the effects of their discretionary
regulatory actions. In particular, the Act addresses actions that may
result in the expenditure by a State, local, or tribal government, in
the aggregate, or by the private sector of $100,000,000 (adjusted for
inflation) or more in any one year. Though this proposed rule would not
result in such an expenditure, we do discuss the effects of this rule
elsewhere in this preamble.

F. Environment

    We have analyzed this proposed rule under Department of Homeland
Security Management Directive 023-01 and Commandant Instruction
M16475.lD, which guide the Coast Guard in complying with the National
Environmental Policy Act of 1969 (42 U.S.C. 4321-4370f), and have made
a preliminary determination that this action is one of a category of
actions that do not individually or cumulatively have a significant
effect on the human environment. This proposed rule involves a safety
zone lasting only during periods of high water flow measured by
Chickamauga lock and dam. Normally such actions are categorically
excluded from further review under paragraph 34(g) of Figure

2-1 of Commandant Instruction M16475.lD. A preliminary environmental
analysis checklist and Categorical Exclusion Determination are
available in the docket where indicated under ADDRESSES. We seek any
comments or information that may lead to the discovery of a significant
environmental impact from this proposed rule.

G. Protest Activities

    The Coast Guard respects the First Amendment rights of protesters.
Protesters are asked to contact the person listed in the FOR FURTHER
INFORMATION CONTACT section to coordinate protest activities so that
your message can be received without jeopardizing the safety or
security of people, places, or vessels.

V. Public Participation and Request for Comments

    We view public participation as essential to effective rulemaking,
and will consider all comments and material received during the comment
period. Your comment can help shape the outcome of this rulemaking. If
you submit a comment, please include the docket number for this
rulemaking, indicate the specific section of this document to which
each comment applies, and provide a reason for each suggestion or
recommendation.
    We encourage you to submit comments through the Federal eRulemaking
Portal at http://www.regulations.gov. If your material cannot be
submitted using http://www.regulations.gov, contact the person in the
FOR FURTHER INFORMATION CONTACT section of this document for alternate
instructions.
    We accept anonymous comments. All comments received will be posted
without change to http://www.regulations.gov and will include any
personal information you have provided. For more about privacy and the
docket, you may review a Privacy Act notice regarding the Federal
Docket Management System in the March 24, 2005, issue of the Federal
Register (70 FR 15086).
    Documents mentioned in this NPRM as being available in the docket,
and all public comments, will be in our online docket at http://www.regulations.gov and can be viewed by following that Web site's
instructions. Additionally, if you go to the online docket and sign up
for email alerts, you will be notified when comments are posted or a
final rule is published.

List of Subjects in 33 CFR Part 165

    Harbors, Marine safety, Navigation (water), Reporting and
recordkeeping requirements, Security measures, Waterways.

    For the reasons discussed in the preamble, the Coast Guard proposes
to amend 33 CFR part 165 as follows:

PART 165--REGULATED NAVIGATION AREAS AND LIMITED ACCESS AREAS

0
1. The authority citation for part 165 continues to read as follows:

    Authority: 33 U.S.C. 1231; 50 U.S.C. 191; 33 CFR 1.05-1, 6.04-1,
6.04-6, and 160.5; Department of Homeland Security Delegation No.
0170.1.

0
2. Add Sec.  165.844 to read as follows:

Sec.  165.844  Safety Zone; Tennessee River, Mile 446.0 to 454.5;
Chattanooga, TN

    (a) Location. All waters of the Tennessee River beginning at mile
marker 446.0 and ending at mile marker 454.5 at Chattanooga, TN.
    (b) Effective date. This rule is effective during periods of high
water flow when flow rates reach or exceed 100,000 cubic feet per
second at Chickamauga lock and dam on the Tennessee River at mile
marker 471.0.
    (c) Periods of Enforcement. This rule will be enforced whenever
flow rates reach or exceed 100,000 cubic feet per second at Chickamauga
lock and dam on the Tennessee River at mile marker 471.0. The Captain
of the Port Ohio Valley or a designated representative will inform the
public through broadcast notice to mariners of the enforcement period
for the safety zone.
    (d) Regulations.
    (1) In accordance with the general regulations in Sec.  165.23 of
this part, entry into this zone is prohibited unless authorized by the
Captain of the Port Ohio Valley or a designated representative.
    (2) Persons or vessels desiring entry into or passage through the
zone must request permission from the Captain of the Port Ohio Valley
or a designated representative. U. S. Coast Guard Sector Ohio Valley
may be contacted on VHF Channel 13 or 16, or at 1-800-253-7465.
    (3) All persons and vessels shall comply with the instructions of
the Captain of the Port Ohio Valley and designated U.S. Coast Guard
patrol personnel. On-scene U.S. Coast Guard patrol personnel include
commissioned, warrant, and petty officers of the U.S. Coast Guard.

    Dated: January 10, 2017.
M.B. Zamperini,
Captain, U.S. Coast Guard, Captain of the Port Ohio Valley.
[FR Doc. 2017-00696 Filed 1-12-17; 8:45 am]
BILLING CODE 9110-04-P


[Federal Register Volume 80, Number 100 (Tuesday, May 26, 2015)]
[Notices]
[Page 30066]
[FR Doc No: 2015-12602]

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

DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

Notice of Commission Staff Attendance

    The Federal Energy Regulatory Commission hereby gives notice that
members of the Commission's staff will attend the following meeting
related to the Midcontinent Independent System Operator, Inc. (MISO)--
PJM Interconnection, L.L.C. (PJM) Joint and Common Market Initiative
(Docket No. AD14-3-000):
    MISO/PJM Joint Stakeholder Meeting--May 27, 2015.
    The above-referenced meeting will be held at: MISO Headquarters,
720 City Center Drive, Carmel, IN 46032-7574.
    The above-referenced meeting is open to the public.
    Further information may be found at www.misoenergy.org.
    The discussions at the meeting described above may address matters
at issue in the following proceedings:

Docket No. EL13-47, FirstEnergy Solutions Corp. and Allegheny Energy
Supply Company, LLC v. PJM Interconnection, L.L.C.
Docket No. EL13-88, Northern Indiana Public Service Company v.
Midcontinent Independent System Operator, Inc. and PJM Interconnection,
L.L.C.
Docket No. EL11-34, Midcontinent Independent System Operator, Inc.
Docket No. EL14-21, Southwest Power Pool, Inc. v. Midcontinent
Independent System Operator, Inc.
Docket No. EL14-30, Midcontinent Independent System Operator, Inc. v.
Southwest Power Pool, Inc.
Docket No. ER10-1791, Midwest Independent Transmission System Operator,
Inc.
Docket No. ER11-1844, Midwest Independent Transmission System Operator,
Inc.
Docket No. ER13-1864, Southwest Power Pool, Inc.
Docket Nos. ER13-1923, ER13-1938, ER13-1943, ER13-1945, Midcontinent
Independent System Operator, Inc.
Docket Nos. ER13-1924, ER13-1926, ER13-1927, ER13-1936, ER13-1944,
ER13-1947, PJM Interconnection, L.L.C.
Docket Nos. ER13-1937, ER13-1939, Southwest Power Pool, Inc.
Docket No. ER14-1174, Southwest Power Pool, Inc.
Docket No. ER14-1736, Midcontinent Independent System Operator, Inc.
Docket No. ER14-2445, Midcontinent Independent System Operator, Inc.
Docket No. ER15-623, PJM Interconnection, L.L.C.

    For more information, contact Valerie Teeter, Office of Energy
Policy and Innovation, Federal Energy Regulatory Commission at (202)
502-8538 or<EMAIL_ADDRESS>
    Dated: May 19, 2015.
Kimberly D. Bose,
Secretary.
[FR Doc. 2015-12602 Filed 5-22-15; 8:45 am]
 BILLING CODE 6717-01-P


[Federal Register Volume 78, Number 211 (Thursday, October 31, 2013)]
[Notices]
[Pages 65417-65418]
[FR Doc No: 2013-25852]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

Notice of Request To Release Airport Property

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of Intent to Rule on Request to Release Airport Property
at the Kearney Regional Airport (EAR), Kearney, Nebraska.

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SUMMARY: The FAA proposes to rule and invites public comment on the
release of land at the Kearney Regional Airport, Kearney, Nebraska,
under the provisions of 49 U.S.C. 47107(h)(2).

DATES: Comments must be received on or before December 2, 2013.

ADDRESSES: Comments on this application may be mailed or delivered to
the FAA at the following address: Lynn D. Martin, Airports Compliance
Specialist, Federal Aviation Administration, Airports Division, ACE-
610C, 901 Locust Room 364, Kansas City, MO 64106.
    In addition, one copy of any comments submitted to the FAA must be
mailed or delivered to: Michael Tye, City Attorney, 1419 Central
Avenue, P.O. Box 636, Kearney, NE 68848-0636,<PHONE_NUMBER>.

FOR FURTHER INFORMATION CONTACT: Lynn D. Martin, Airports Compliance
Specialist, Federal Aviation Administration, Airports Division, ACE-
610C, 901 Locust Room 364, Kansas City, MO 64106,<PHONE_NUMBER>,
<EMAIL_ADDRESS>    The request to release property may be reviewed, by appointment, in
person at this same location.

SUPPLEMENTARY INFORMATION: The FAA invites public comment on the
request to release approximately 67.72 acres of airport
property at the Kearney Regional Airport (EAR) under the provisions of
49 U.S.C. 47107(h)(2). On July 1, 2013, the City Attorney at the
Kearney Regional Airport requested from the FAA that approximately
67.72 acres of property be released for sale to the City of
Kearney for them to transfer to the Veteran's Administration for
construction of the Central Nebraska Veteran's Home. On September 29,
2013, the FAA determined that the request to release property at the
Kearney Regional Airport (EAR) submitted by the Sponsor meets the
procedural requirements of the Federal Aviation Administration and the
release of the property does not and will not impact future aviation
needs at the airport. The FAA may approve the request, in whole or in
part, no sooner than thirty days after the publication of this notice.
    The following is a brief overview of the request:
    The Kearney Regional Airport (EAR) is proposing the release of
airport property totaling 67.72 acres, more or less. This land is to be
used for construction of a new Central Nebraska Veteran's Home. The
release of land is necessary to comply with Federal Aviation
Administration Grant Assurances that do not allow federally acquired
airport property to be used for non-aviation purposes. The sale of the
subject property will result in the land at the Kearney Regional
Airport (EAR) being changed from aeronautical to non-aeronautical use
and release the lands from the conditions of the Airport Improvement
Program Grant Agreement Grant Assurances. In accordance with 49 U.S.C.
47107(c)(2)(B)(i) and (iii), the airport will receive fair market value
for the property, which will be subsequently reinvested in another
eligible airport improvement project for general aviation facilities at
the Kearney Regional Airport.
    Any person may inspect, by appointment, the request in person at
the FAA office listed above under FOR FURTHER INFORMATION CONTACT. In
addition, any person may, upon appointment and request, inspect the
application, notice and other documents determined by the FAA to be
related to the application in person at the Kearney Regional Airport.

    Issued in Kansas City, MO, on October 2, 2013.
Jim A. Johnson,
 Manager, Airports Division.
[FR Doc. 2013-25852 Filed 10-30-13; 8:45 am]
BILLING CODE 4910-13-P