[Federal Register Volume 83, Number 81 (Thursday, April 26, 2018)]
[Proposed Rules]
[Pages 18255-18257]
[FR Doc No: 2018-08807]

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ENVIRONMENTAL PROTECTION AGENCY

40 CFR Part 52

[EPA-R05-OAR-2017-0099 FRL-9977-21--Region 5]

Air Plan Approval; Minnesota; Flint Hills Sulfur Dioxide (SO2)
Revision

AGENCY: Environmental Protection Agency (EPA).

ACTION: Proposed rule.

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SUMMARY: The Environmental Protection Agency (EPA) is proposing to
approve a revision to the Minnesota sulfur dioxide (SO2)
State Implementation Plan (SIP) for the Flint Hills Resources, LLC Pine
Bend Refinery (FHR) as submitted on February 8, 2017. The proposed SIP
revision pertains to the introduction and removal of certain equipment
at the refinery as well as amendments to certain emission limits,
resulting in an overall decrease of SO2 emissions from FHR.

DATES: Comments must be received on or before May 29, 2018.

ADDRESSES: Submit your comments, identified by Docket ID No. EPA-R05-
OAR-2017-0099 at https://www.regulations.gov or via email to
[email protected]. For comments submitted at Regulations.gov,
follow the online instructions for submitting comments. Once submitted,
comments cannot be edited or removed from Regulations.gov. For either
manner of submission, EPA may publish any comment received to its
public docket. Do not submit electronically any information you
consider to be Confidential Business Information (CBI) or other
information whose disclosure is restricted by statute. Multimedia
submissions (audio, video, etc.) must be accompanied by a written
comment. The written comment is considered the official comment and
should include discussion of all points you wish to make. EPA will
generally not consider comments or comment contents located outside of
the primary submission (i.e. on the web, cloud, or other file sharing
system). For additional submission methods, please contact the person
identified in the FOR FURTHER INFORMATION CONTACT section. For the full
EPA public comment policy, information about CBI or multimedia
submissions, and general guidance on making effective comments, please
visit https://www2.epa.gov/dockets/commenting-epa-dockets.

FOR FURTHER INFORMATION CONTACT: Anthony Maietta, Environmental
Protection Specialist, Control Strategies Section, Air Programs Branch
(AR-18J), Environmental Protection Agency, Region 5, 77 West Jackson
Boulevard, Chicago, Illinois 60604,<PHONE_NUMBER>,
[email protected].

SUPPLEMENTARY INFORMATION: Throughout this document whenever ``we,''
``us,'' or ``our'' is used, we mean EPA. This supplementary information
section is arranged as follows:

I. What is the background for this action?
II. What is EPA's analysis of the SIP revision?
    a. Coker Replacement
    b. #4 Hydrogen Plant Reformer--30H401 Furnace
    c. Diesel Fire Water Pump at #4 Cooling Tower
    d. #3 Crude/Coker Improvements
    e. Cleanup
III. SO2 SIP and Emissions Impacts
IV. What action is EPA proposing?
V. Incorporation by Reference
VI. Statutory and Executive Order Reviews

I. What is the background for this action?

    FHR operates an oil refinery located in the Pine Bend Area of
Rosemount, Dakota County, Minnesota. On February 8, 2017, the Minnesota
Pollution Control Agency (MPCA) submitted a request to EPA to approve
into the Minnesota SIP the conditions cited as ``Title I Condition: 40
CFR 50.4(SO2 SIP); Title I Condition: 40 CFR 51; Title I
Condition: 40 CFR pt. 52, subp. Y'' in FHR's revised joint Title I/
Title V document, Permit No. 03700011-101 \1\ (joint document 101).
Joint document 101 contains measures for FHR to implement changes that
improve technology at the plant and increase efficiency through new and
existing equipment, as well as clarifying amendments to the document's
language. MPCA posted joint document 101 for public comment in the
Minnesota State Register on November 21, 2016, and the comment period
ended on December 23, 2016. MPCA received no comments on the document.
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    \1\ In 1995, EPA approved consolidated permitting regulations
into the Minnesota SIP. (60 FR 21447, May 2, 1995). The consolidated
permitting regulations included the term ``Title I condition'' which
was written, in part, to satisfy EPA requirements that SIP control
measures remain permanent and enforceable. A ``Title I condition''
is defined, in part, as ``any condition based on source specific
determination of ambient impacts imposed for the purpose of
achieving or maintaining attainment with a national ambient air
quality standard and which was part of a [SIP] approved by the EPA
or submitted to the EPA pending approval under section 110 of the
act. . .'' MINN. R. 7007.1011 (2013). The regulations also state
that ``Title I conditions and the permittee's obligation to comply
with them, shall not expire, regardless of the expiration of the
other conditions of the permit.'' Further, ``any title I condition
shall remain in effect without regard to permit expiration or
reissuance, and shall be restated in the reissued permit.'' MINN. R.
7007.0450 (2007). Minnesota has initiated using the joint Title I/
Title V document as the enforceable document for imposing emission
limitations and compliance requirements in SIPs. The SIP
requirements in the joint Title I/Title V document submitted by MPCA
are cited as ``Title I conditions,'' therefore ensuring that SIP
requirements remain permanent and enforceable. EPA reviewed the
state's procedure for using joint Title I/Title V documents to
implement site specific SIP requirements and found it to be
acceptable under both Title I and Title V of the Clean Air Act (July
3, 1997 letter from David Kee, EPA, to Michael J. Sandusky, MPCA).
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II. What is EPA's analysis of the SIP revision?

    Joint document 101, issued by MPCA on January 13, 2017, contains
amended SIP conditions that, when combined, provide FHR with the
ability to more efficiently upgrade hydrocarbons that are distilled
from FHR's crude units into transportation fuels, primarily diesel. The
amended SIP conditions allow FHR to increase fuel production and
operate more efficiently and closer to the facility's overall
distillation capacity. See Table 1 at the end of our review for a list
of detailed changes to SO2 allowable emissions limits
associated with this action. The amended SIP conditions in joint
document 101 include:

a. Coker Replacement.

    A coker replacement project consists of the installation of a new
coker process unit (#4 Coker Unit Charge Heater/EQUI1456) into joint
document 101. The new #4 Coker will replace the #1 and #2 Cokers, which
will be permanently retired. In addition to their retirement, the SIP
condition that lists the decoking scenario in which the #1 and #2
cokers' associated process units

operate simultaneously with 21H1 Steam/Air Heater Decoking unit (EQUI
493) and 21H2 Steam/Air Heater Decoking unit (EQUI 494) is being
removed from joint document 101.

b. #4 Hydrogen Plant Reformer--30H401 Furnace.

    The allowable SO2 emissions limit on the 30H401 furnace
for the #4 Hydrogen Plant Reformer is being lowered. This is because
the originally approved allowable SO2 limit for the heater
assumed that it would operate on refinery fuel gas. Since start-up, the
unit has primarily been operated on pressure swing adsorption offgas,
which originates as a natural gas ahead of the reformer and does not
contain sulfur. Because of the dual-fuel operation of the heater, its
allowable SO2 limit has been reduced to meet actual
operating conditions.

c. Diesel Fire Water Pump at #4 Cooling Tower.

    The diesel fire water pump at the #4 cooling tower was
decommissioned and so its SO2 emission limits are removed
from joint document 101.

d. #3 Crude/Coker Improvements.

    Improvements to the #3 crude/coker that were incorporated as
``Title I Condition: 40 CFR 50.4(SO2 SIP); Title I
Condition: 40 CFR 51; Title I Condition: 40 CFR pt. 52, subp. Y''
conditions in a previous joint Title I/Title V document (Permit No.
03700011-010) have been completed and as a result, SIP conditions for
three process heaters (EQUI495/EU034, EQUI496/EU035, and EQUI500/EU040)
and two process heaters for steam-air decoking activities (EQUI498/
EU037 and EQUI499/EU038) are being removed from joint document 101.

e. Cleanup.

    MPCA also requested to remove from the Minnesota SIP an emission
limit for the ammonium thiosulfate process unit that was erroneously
labeled as a ``Title I Condition: 40 CFR 50.4(SO2 SIP);
Title I Condition: 40 CFR 51; Title I Condition: 40 CFR pt. 52, subp.
Y'' condition in the prior joint Title I/Title V document, Permit No.
3700011-12 (joint document 12). EPA had approved joint document 12 into
the Minnesota SIP on June 27, 2016 (81 FR 41447). The state-based
SO2 limit for EQUI574 at condition 5.162.4 in joint document
12 are revised to be labeled a ``Minn. R. 7009.0080'' Title V condition
in joint document 101. This is acceptable because the federal
SO2 standards are still contained in joint document 101 and
the erroneous condition incorporated into joint document 12 at 81 FR
41447 does not affect FHR's ability to meet the SO2 NAAQS.

III. SO2 SIP and Emissions Impacts

    Joint document 101 removes SIP conditions for equipment that have
been approved for shutdown and decommissioning in joint document 12,
and that have been decommissioned from FHR and are no longer necessary.
Joint document 101 also strengthens the Minnesota SIP by requiring new
or more stringent limits on equipment. As shown in Table 1, for the 3-
hour, 24-hour, and annual SO2 standards, allowable emissions
are decreased by 95.402 lb/hr, 95.402 lb/hr, and 249.169 tpy,
respectively, from the impact of the revisions to joint document 101.
Joint document 101 becomes effective upon the effective date of EPA's
approval of MPCA's February 8, 2017, request.

                  Table 1--Summary of Changes to Allowable SO2 Emissions in Joint Document 101
----------------------------------------------------------------------------------------------------------------
                                                                                Change to
                                                                                allowable in      Change to
                              Unit                                  Section in     lb/hr  (1-hr    allowable in
                                                                      permit         and 24-hr     tpy  (annual
                                                                                standards)       standard)
----------------------------------------------------------------------------------------------------------------
COMG 28/GP 011/Diesel engines w/SIP conditions..................          5.23.3          -0.002          -0.009
EQUI 471/EU 296/#4 Hydrogen Plant Reformer--Refining Equipment..         5.122.4           -69.4          -243.3
                                                                 -----------------------------------------------
                                                                         5.122.8            22.7            79.7
EQUI 495/EU 034/#3 Coker Heater--Process Heater.................         5.133.1           -12.7           -44.6
EQUI496/EU 035/#3 Coker Heater--Process Heater..................         5.134.1            -9.4           -13.4
EQUI 498/EU 037/Steam/Air Heater Decooking 23H-1--Process Heater         5.135.1           -20.2           -4.26
EQUI 500/EU 040/#3 Crude Unit Charge Heater--Process Heater.....         5.137.1           -19.5           -54.3
EQUI 1456/EQUI 24H-1/no description.............................        5.163.13            13.1              31
                                                                 -----------------------------------------------
    Total Change................................................  ..............         -95.402        -249.169
----------------------------------------------------------------------------------------------------------------

    Joint document 101 is approvable because EPA's review of the
revised document shows that reductions of allowable SIP-based
SO2 emissions, and strengthening of the Minnesota SIP will
occur through corrections, clarifications, and revisions made since
approval of joint document 12.

IV. What action is EPA proposing?

    EPA is proposing to approve a revision to Minnesota's
SO2 SIP for FHR, as submitted by MPCA on February 8, 2017,
and reflected in conditions labeled ``Title I Condition: 40 CFR
50.4(SO2 SIP); Title I Condition: 40 CFR 51; Title I
Condition: 40 CFR pt. 52, subp. Y'' in joint document 101.

V. Incorporation by Reference

    In this rule, EPA proposes to include in a final EPA rule
regulatory text that includes incorporation by reference. In accordance
with requirements of 1 CFR 51.5, EPA proposes to incorporate by
reference all the conditions in Minnesota Permit No. 03700011-101 cited
as ``Title I Condition: 40 CFR 50.4(S02 SIP); Title I Condition: 40 CFR
51; Title I Condition: 40 CFR pt. 52, subp. Y'', effective January 13,
2017. EPA has made, and will continue to make, these documents
generally available through www.regulations.gov, and at the EPA Region
5 Office (please contact the person identified in the ``For Further
Information Contact'' section of this preamble for more information).

VI. Statutory and Executive Order Reviews

    Under the Clean Air Act, the Administrator is required to approve a
SIP submission that complies with the provisions of the Clean Air Act
and applicable Federal regulations. 42 U.S.C. 7410(k); 40 CFR 52.02(a).
Thus, in reviewing SIP submissions, EPA's role is to approve state
choices, provided that they meet the criteria of

the Clean Air Act. Accordingly, this action merely approves state law
as meeting Federal requirements and does not impose additional
requirements beyond those imposed by state law. For that reason, this
action:
     Is not a significant regulatory action subject to review
by the Office of Management and Budget under Executive Orders 12866 (58
FR 51735, October 4, 1993) and 13563 (76 FR 3821, January 21, 2011);
     Is not an Executive Order 13771 (82 FR 9339, February 2,
2017) regulatory action because SIP approvals are exempted under
Executive Order 12866;
     Does not impose an information collection burden under the
provisions of the Paperwork Reduction Act (44 U.S.C. 3501 et seq.);
     Is certified as not having a significant economic impact
on a substantial number of small entities under the Regulatory
Flexibility Act (5 U.S.C. 601 et seq.);
     Does not contain any unfunded mandate or significantly or
uniquely affect small governments, as described in the Unfunded
Mandates Reform Act of 1995 (Public Law 104-4);
     Does not have Federalism implications as specified in
Executive Order 13132 (64 FR 43255, August 10, 1999);
     Is not an economically significant regulatory action based
on health or safety risks subject to Executive Order 13045 (62 FR
19885, April 23, 1997);
     Is not a significant regulatory action subject to
Executive Order 13211 (66 FR 28355, May 22, 2001);
     Is not subject to requirements of Section 12(d) of the
National Technology Transfer and Advancement Act of 1995 (15 U.S.C. 272
note) because application of those requirements would be inconsistent
with the Clean Air Act; and
     Does not provide EPA with the discretionary authority to
address, as appropriate, disproportionate human health or environmental
effects, using practicable and legally permissible methods, under
Executive Order 12898 (59 FR 7629, February 16, 1994).
    In addition, the SIP is not approved to apply on any Indian
reservation land or in any other area where EPA or an Indian tribe has
demonstrated that a tribe has jurisdiction. In those areas of Indian
country, the rule does not have tribal implications and will not impose
substantial direct costs on tribal governments or preempt tribal law as
specified by Executive Order 13175 (65 FR 67249, November 9, 2000).

List of Subjects in 40 CFR Part 52

    Environmental protection, Air pollution control, Incorporation by
reference, Intergovernmental relations, Reporting and recordkeeping
requirements, Sulfur oxides.

    Dated: April 18, 2018.
Cathy Stepp,
Regional Administrator, Region 5.
[FR Doc. 2018-08807 Filed 4-25-18; 8:45 am]
 BILLING CODE 6560-50-P


[Federal Register Volume 81, Number 128 (Tuesday, July 5, 2016)]
[Rules and Regulations]
[Pages 43469-43471]
[FR Doc No: 2016-15765]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 23

[Docket No. FAA-2015-5034; Special Conditions No. 23-273-SC]

Special Conditions: Kestrel Aircraft Company, Model K-350
Turboprop, Lithium Batteries

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final special conditions.

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SUMMARY: These special conditions are issued for the Kestrel Aircraft
Company, Model K-350 Turboprop airplane. This airplane will have a
novel or unusual design feature associated with the installation of a
rechargeable lithium battery. The applicable airworthiness regulations
do not contain adequate or appropriate safety standards for this design
feature. These special conditions contain the additional safety
standards that the Administrator considers necessary to establish a
level of safety equivalent to that established by the existing
airworthiness standards.

DATES: These special conditions are effective July 5, 2016 and are
applicable on June 23, 2016.

FOR FURTHER INFORMATION CONTACT: Ruth Hirt, Federal Aviation
Administration, Small Airplane Directorate, Aircraft Certification
Service, Programs and Procedures Branch, ACE-114, 901 Locust, Room 301,
Kansas City, MO 64106; telephone<PHONE_NUMBER>, facsimile (816) 329-
4090.

SUPPLEMENTARY INFORMATION:

Background

    On November 22, 2011, Kestrel Aircraft Company applied for a type
certificate for their new Model K-350. The Kestrel Aircraft Company
Model K-350 is a single-engine turboprop airplane with the primary
structure constructed largely of carbon and epoxy composite material.
The turboprop engine will be a Honeywell Model TPE331-14GR-801KT that
is integrated with a Hartzell 4 bladed, 110-inch carbon composite
propeller. The standard seating configuration offers a one plus five
cabin (one pilot and five passengers). Alternate interior
configurations will be available from two seats (cargo configuration)
up to eight seats total. The K-350 will incorporate an integrated
avionics system, retractable landing gear, and a conventional tail
configuration.
    Specifications expected for the K-350 include the following:

 Maximum altitude: 31,000 Feet
 Maximum cruise speed: 320 Knots True Air Speed
 Maximum takeoff weight: 8,900 Pounds
 Maximum economy cruise: 1,200 Nautical Miles

    The K-350 will be certified for single-pilot operations under part
91 and part 135 operating rules. The following operating conditions
will be included:

 Day and Night Visual Flight Rules
 Instrument Flight Rules
 Flight Into Known Icing (Phase B certification)

    Kestrel Aircraft Company plans to utilize a rechargeable lithium
main battery on their new Model K-350 turboprop airplane. The current
regulatory requirements for part 23 airplanes do not contain adequate
requirements for the application of rechargeable lithium batteries in
airborne applications. This type of battery possesses certain failure
and operational characteristics with maintenance requirements that
differ significantly from that of the nickel-cadmium (Ni-Cd) and lead-
acid rechargeable batteries currently approved in other normal,
utility, acrobatic, and commuter category airplanes. Therefore, the FAA
is issuing this special condition to require that (1) all
characteristics of the rechargeable lithium batteries and their
installation that could affect safe operation of the K-350 are
addressed, and (2) appropriate Instructions for Continued Airworthiness
that include maintenance requirements are established to ensure the
availability of electrical power from the batteries when needed.

Type Certification Basis

    Under the provisions of 14 CFR 21.17, Kestrel Aircraft Company must
show that the K-350 meets the applicable provisions of part 23, as
amended by amendments 23-1 through 23-62 thereto.
    If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 23) do not contain adequate or
appropriate safety standards for the K-350 because of a novel or
unusual design feature, special conditions are prescribed under the
provisions of Sec.  21.16.
    Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same or similar
novel or unusual design feature, the special conditions would also
apply to the other model under Sec.  21.101.
    In addition to the applicable airworthiness regulations and special
conditions, the K-350 must comply with the fuel vent and exhaust
emission requirements of 14 CFR part 34 and the noise certification
requirements of 14 CFR part 36, and the FAA must issue a finding of
regulatory adequacy under Sec.  611 of Public Law 92-574, the Noise
Control Act of 1972.
    The FAA issues special conditions, as defined in 14 CFR 11.19, in
accordance with Sec.  11.38, and they become part of the type-
certification basis under Sec.  21.17(a)(2).

Novel or Unusual Design Features

    The K-350 will incorporate the following novel or unusual design
feature:
    Installation of a rechargeable lithium battery as the main or
engine start aircraft battery.

Discussion

    The current regulatory requirements for part 23 airplanes do not
contain adequate requirements for the

application of rechargeable lithium batteries in electrical system
design. This type of battery possesses certain failures with
operational characteristics and maintenance requirements that differ
significantly from that of the Ni-Cd and lead-acid rechargeable
batteries currently approved in other normal, utility, acrobatic, and
commuter category airplanes. Therefore, the FAA is issuing this special
condition to require that (1) all characteristics of the rechargeable
lithium batteries and their installation that could affect safe
operation of the K-350 are addressed, and (2) appropriate Instructions
for Continuous Airworthiness which include maintenance requirements are
established to ensure the availability of electrical power from the
batteries when needed.
    As previously mentioned, Kestrel Aircraft Company plans to utilize
a rechargeable lithium main battery on their new Model K-350 turboprop
airplane. At the Kestrel Preliminary Type Certification Board Meeting
it was brought to the attention of the FAA that the lithium battery
used in the K-350 will be qualified to RTCA standards DO-311, titled
Minimum Operational Performance Standards for Rechargeable Lithium
Battery Systems. Additionally, on July 18, 2013, Kestrel advised the
Civil Aviation Contingency Operations (CACO) that the battery will have
Technical Standard Order Authorization for TSO-C179a,\1\ titled
Permanently Installed Rechargeable Lithium Cells, Batteries and Battery
Systems. Finally, Kestrel plans to use the same manufacturer for both
the lithium battery and the battery controller.
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    \1\ http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgTSO.nsf/0/A3B77A692AE3FF9386257885004B079C?OpenDocument.
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    Presently, there is limited experience with use of rechargeable
lithium batteries in applications involving commercial aviation.
However, other users of this technology, ranging from wireless
telephone manufacturers to the electric vehicle industry, have noted
safety problems with lithium batteries. These problems include
overcharging, over-discharging, and flammability of cell components,
described in the following:
    1. Overcharging: In general, lithium batteries are significantly
more susceptible to internal failures that can result in self-
sustaining increases in temperature and pressure (i.e., thermal
runaway) than the Ni-Cd or lead-acid counterparts. This is especially
true for overcharging which causes heating and destabilization of the
components of the cell, leading to the formation (by plating) of highly
unstable metallic lithium. The metallic lithium may ignite, resulting
in a fire or explosion. Finally, the severity of thermal runaway due to
overcharging increases with increasing battery capacity and physical
size.
    2. Over-discharging: Discharge of some types of lithium battery
cells beyond a certain voltage (typically 2.4 volts) can cause
corrosion of the electrodes of the cell, resulting in loss of battery
capacity that cannot be reversed by recharging. This loss of capacity
may not be detected by the simple voltage measurements commonly
available to flight crews as a means of checking battery status, which
is a problem shared with Ni-Cd batteries.
    3. Flammability of Cell Components: Unlike Ni-Cd and lead-acid
batteries, some types of lithium batteries use liquid electrolytes that
are flammable. The electrolyte may serve as a source of fuel for an
external fire, if there is a breach of the battery container.
    These problems experienced by users of lithium batteries raise
concern about the use of these batteries in commercial aviation. The
intent of the special condition is to establish appropriate
airworthiness standards for lithium battery installations in the K-350
and to ensure, as required by Sec. Sec.  23.1309 and 23.601, that these
battery installations are neither hazardous nor unreliable.
    In showing compliance with the special conditions herein,
paragraphs (a)(1) through (a)(8), and the RTCA document, Minimum
Operational Performance Standards for Rechargeable Lithium Battery
Systems, DO-311, may be used. The list of planned DO-311 tests should
be documented in the certification or compliance plan and agreed to by
the CACO. Alternate methods of compliance other than DO-311 tests must
be coordinated with the directorate and CACO.

Discussion of Comments

    Notice of proposed special conditions No. 23-15-01-SC \2\ for the
Kestrel Aircraft Company Model K-350 Turboprop airplanes was published
in the Federal Register on November 4, 2015 (80 FR 68281). No comments
were received, and the special conditions are adopted as proposed.
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    \2\ https://www.regulations.gov/#!documentDetail;D=FAA-2015-
5034-0001.
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Applicability

    These special conditions are not intended to replace Sec.
23.1353(a)(b)(c)(d)(e) at amendment 23-62 in the certification basis of
Model K-350 airplanes. These special conditions apply only to
rechargeable lithium batteries and lithium battery systems and their
installations. The requirements of Sec.  23.1353 at amendment 23-62
remains in effect for batteries and battery installations on K-350
series that do not use newly technologically developed batteries.
    As previously discussed, these special conditions are applicable to
the K-350. Should Kestrel Aircraft Company apply at a later date for a
change to the type certificate to include another model incorporating
the same novel or unusual design feature, the special conditions would
apply to that model as well.
    Under standard practice, the effective date of final special
conditions would be 30 days after the date of publication in the
Federal Register; however, as the certification date for the Kestrel
Aircraft Company Model K-350 Turboprop airplane is imminent, the FAA
finds that good cause exists to make these special conditions effective
upon issuance.

Conclusion

    This action affects only certain novel or unusual design features
on one model of airplane. It is not a rule of general applicability and
it affects only the applicant who applied to the FAA for approval of
these features on the airplane.

List of Subjects in 14 CFR Part 23

    Aircraft, Aviation safety, Signs and symbols.

Citation

0
The authority citation for these special conditions is as follows:

    Authority: 49 U.S.C. 106(g), 40113 and 44701; 14 CFR 21.16 and
21.17; and 14 CFR 11.38 and 11.19.

The Special Conditions

    Accordingly, pursuant to the authority delegated to me by the
Administrator, the following special conditions are issued as part of
the type certification basis for Kestrel Aircraft Company, Model K-350
Turboprop airplanes.
    1. Kestrel Aircraft Company, Model K-350 Turboprop, Lithium
Batteries.
    The FAA issues special conditions that adopt the following
requirements that must be applied to all rechargeable lithium battery
and lithium battery installations in lieu of the requirements of Sec.
23.1353(a)(b)(c)(d)(e), amendment 23-62:
    (a) Rechargeable lithium batteries and battery installations must
be designed and installed as follows:
    (1) Safe cell temperatures and pressures must be maintained
during--

    i. normal operations;
    ii. any probable failure conditions of charging or discharging or
battery monitoring system; or
    iii. any failure of the charging or battery monitoring system not
shown to be extremely remote.
    (2) The rechargeable lithium battery installation must be designed
to preclude explosion or fire in the event of (e)(1)(ii) and
(e)(1)(iii) failures.
    (3) Design of the rechargeable lithium batteries must preclude the
occurrence of self-sustaining, uncontrolled increases in temperature or
pressure.
    (4) No explosive or toxic gasses emitted by any rechargeable
lithium battery in normal operation or as the result of any failure of
the battery charging system, monitoring system, or battery installation
that is not shown to be extremely remote, may accumulate in hazardous
quantities within the airplane.
    (5) Installations of rechargeable lithium batteries must meet the
requirements of Sec.  23.863(a) through (d) at amendment 23-34.
    (6) No corrosive fluids or gases that may escape from any
rechargeable lithium battery may damage surrounding structure or any
adjacent systems, equipment, electrical wiring, or the airplane in such
a way as to cause a major or more severe failure condition, in
accordance with Sec.  23.1309(c) at amendment 23-62 and applicable
regulatory guidance.
    (7) Each rechargeable lithium battery installation must have
provisions to prevent any hazardous effect on structure or essential
systems that may be caused by the maximum amount of heat the battery
can generate during a short circuit of the battery or of its individual
cells.
    (8) Rechargeable lithium battery installations must have--
    i. a system to automatically control the charging rate of the
battery to prevent battery overheating and overcharging;
    ii. a battery temperature sensing and over-temperature warning
system with a means of automatically disconnecting the battery from its
charging source in the event of an over-temperature condition; and
    iii. a battery failure sensing and warning system with a means of
automatically disconnecting the battery from its charging source in the
event of battery failure.
    (b) Any rechargeable lithium battery installation functionally
required for safe operation of the airplane must incorporate a
monitoring and warning feature that will provide an indication to the
appropriate flight crewmembers whenever the State of Charge (SOC) of
the batteries has fallen below levels considered acceptable for
dispatch of the airplane.
    (c) The Instructions for Continued Airworthiness required by Sec.
23.1529 at amendment 23-26 must contain maintenance requirements to
assure that the battery has been sufficiently charged at appropriate
intervals specified by the battery manufacturer and the equipment
manufacturer that contain the rechargeable lithium battery or
rechargeable lithium battery system. This is required to ensure that
lithium rechargeable batteries and lithium rechargeable battery systems
will not degrade below specified ampere-hour levels sufficient to power
the aircraft system. The Instructions for Continued Airworthiness must
also contain procedures for the maintenance of replacement batteries in
spares storage to prevent the installation of batteries that have
degraded charge retention ability or other damage due to prolonged
storage at a low state of charge. Replacement batteries must be of the
same manufacturer and part number as approved by the FAA.

    Issued in Kansas City, Missouri, on June 23, 2016.
William Schinstock,
Acting Manager, Small Airplane Directorate Aircraft Certification
Service.
[FR Doc. 2016-15765 Filed 7-1-16; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 87, Number 170 (Friday, September 2, 2022)]
[Notices]
[Page 54210]
[FR Doc No: 2022-19057]

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DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

[Project No. 2381-070]

PacifiCorp; Notice of Intent To File License Application, Filing
of Pre-Application Document, and Approving Use of the Traditional
Licensing Process

    a. Type of Filing: Notice of Intent to File License Application and
Request to Use the Traditional Licensing Process.
    b. Project No.: 2381-070.
    c. Date Filed: July 5, 2022.
    d. Submitted By: PacifiCorp.
    e. Name of Project: Ashton Hydroelectric Project.
    f. Location: On the Henry's Fork of the Snake River, in Fremont
County, Idaho. The project occupies 15.6 acres of United States lands
administered by the U.S. Bureau of Land Management.
    g. Filed Pursuant to: 18 CFR 5.3 of the Commission's regulations.
    h. Potential Applicant Contact: Mark Stenberg, PacifiCorp, 822
Grace Power Plant Road, Grace, ID 83241;<PHONE_NUMBER>; email_
[email protected]
    i. FERC Contact: John Matkowski at<PHONE_NUMBER>; or email at
[email protected].
    j. PacifiCorp filed its request to use the Traditional Licensing
Process on July 5, 2022. PacifiCorp provided public notice of its
request on July 5, 2022. In a letter dated August 29, 2022, the
Director of the Division of Hydropower Licensing approved PacifiCorp's
request to use the Traditional Licensing Process.
    k. With this notice, we are initiating informal consultation with
the U.S. Fish and Wildlife Service and NOAA Fisheries under section 7
of the Endangered Species Act and the joint agency regulations
thereunder at 50 CFR part 402; and NOAA Fisheries under section 305(b)
of the Magnuson-Stevens Fishery Conservation and Management Act and
implementing regulations at 50 CFR 600.920. We are also initiating
consultation with the Idaho State Historic Preservation Officer, as
required by section 106, National Historic Preservation Act, and the
implementing regulations of the Advisory Council on Historic
Preservation at 36 CFR 800.2.
    l. With this notice, we are designating PacifiCorp as the
Commission's non-federal representative for carrying out informal
consultation pursuant to section 7 of the Endangered Species Act and
section 305(b) of the Magnuson-Stevens Fishery Conservation and
Management Act; and consultation pursuant to section 106 of the
National Historic Preservation Act.
    m. PacifiCorp filed a Pre-Application Document (PAD; including a
proposed process plan and schedule) with the Commission, pursuant to 18
CFR 5.6 of the Commission's regulations.
    n. A copy of the PAD may be viewed on the Commission's website
(http://www.ferc.gov), using the ``eLibrary'' link. Enter the docket
number, excluding the last three digits in the docket number field to
access the document. For assistance, contact FERC Online Support at
[email protected],<PHONE_NUMBER> (toll free), or (202) 502-
8659 (TTY).
    o. The licensee states its unequivocal intent to submit an
application for a new license for Project No. 2381. Pursuant to 18 CFR
16.8, 16.9, and 16.10 each application for a new license and any
competing license applications must be filed with the Commission at
least 24 months prior to the expiration of the existing license. All
applications for license for this project must be filed by December 31,
2025.
    p. Register online at https://ferconline.ferc.gov/FERCOnline.aspx
to be notified via email of new filing and issuances related to this or
other pending projects. For assistance, contact FERC Online Support.

    Dated: August 29, 2022.
Kimberly D. Bose,
Secretary.
[FR Doc. 2022-19057 Filed 9-1-22; 8:45 am]
BILLING CODE 6717-01-P


[Federal Register Volume 88, Number 35 (Wednesday, February 22, 2023)]
[Notices]
[Pages 10916-10917]
[FR Doc No: 2023-03612]

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DEPARTMENT OF HOMELAND SECURITY

Federal Emergency Management Agency

[Docket ID: FEMA-2022-0036; OMB No. 1660-0083]

Agency Information Collection Activities: Submission for OMB
Review, Comment Request; Application for Community Disaster Loan (CDL)
Program

AGENCY: Federal Emergency Management Agency, Department of Homeland
Security.

ACTION: 30 Day notice of revision and request for comments.

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SUMMARY: The Federal Emergency Management Agency (FEMA) will submit the
information collection abstracted below to the Office of Management and
Budget for review and clearance in accordance with the requirements of
the Paperwork Reduction Act of 1995. The submission will describe the
nature of the information collection, the categories of the
respondents, the estimated burden (i.e., the time, effort and resources
used by respondents to respond) and cost, and the actual data
collection instruments FEMA will use.

DATES: Comments must be submitted on or before March 24, 2023.

ADDRESSES: Written comments and recommendations for the proposed
information collection should be sent within 30 days of publication of
this notice to www.reginfo.gov/public/do/PRAMain. Find this particular
information collection by selecting ``Currently under 30-day Review--
Open for Public Comments'' or by using the search function.

FOR FURTHER INFORMATION CONTACT: Requests for additional information or
copies of the information collection should be made to Director,
Information Management Division, 500 C St. SW, Washington, DC 20472,
email address: [email protected] or
Martha Castro, Program Manager, FEMA at<PHONE_NUMBER> or
[email protected].

SUPPLEMENTARY INFORMATION: The information collection is required for
Community Disaster Loan (CDL) Program eligibility determinations, CDL
management, and compliance with other federal laws and regulations. The
CDL Program is authorized by section 417 of the Robert T. Stafford
Disaster Relief and Emergency Assistance Act (Pub. L. 93-288, as
amended, 42 U.S.C. 5184) and implementing regulations at 44 CFR part
206, subpart K. FEMA may make a CDL to any local government which has
suffered a substantial loss of tax or other revenues, as a result of a
major disaster or emergency, and which demonstrates a need for Federal
financial assistance to perform its governmental functions.
    The CDL must be justified on the basis of need and be based on the
actual and projected expenses, as a result of the disaster, for the
fiscal year in which the disaster occurred and the three succeeding
fiscal years. FEMA has the authority to cancel repayment of all or part
of these CDLs to the extent that a determination is made that revenues
of the local government during the three fiscal years following the
disaster are insufficient to meet the operating budget of that local
government because of disaster related revenue losses and additional
unreimbursed disaster-related municipal operating expenses.
    FEMA reviewed the forms included in this collection and found that
FEMA Form 090-0-4 (Letter of Application) presented difficulties for
the local governments. FEMA found a simpler way to fulfill the
regulatory requirement by using a template letter. Therefore, FEMA Form
090-0-4 (Letter of Application) will no longer be part of this
collection.
    This proposed information collection previously published in the
Federal Register on November 15, 2022, at 87 FR 68513 with a 60-Day
public comment period. FEMA received two comments.
    The first comment suggested simplifying the CDL application. To
minimize both effort and time required to complete this loan
application, the CDL Program has simplified the application process and
paperwork to the least amount of effort possible. Additionally, the CDL
Program assists local governments through the entire process, even post
loan issuance. Once information has been obtained from the potential
applicant, the CDL Program completes a financial analysis, fills forms,
and then provides the pre-filled forms to the applicants for them to
read, print, and sign.
    The second comment received suggested not using Federal tax-payer
dollars to rebuild in known hazard areas. By statute, FEMA is
authorized to provide financial assistance for local governments to
cover operational expenses. Local governments cannot use the financial
assistance for capital improvements. Rebuilding is considered a capital
expense and therefore an ineligible use of these CDL funds. Relocation
is also an ineligible use of the loaned funds. The CDL Program
validates that loans were used only for eligible uses.
    The purpose of this notice is to notify the public that FEMA will
submit the information collection abstracted below to the Office of
Management and Budget for review and clearance.

Collection of Information

    Title: Application for Community Disaster Loan (CDL) Program.
    Type of Information Collection: Extension, with change, of a
currently approved information collection.
    OMB Number: 1660-0083.
    FEMA Forms: FEMA Form FF-104-FY-22-223 (formerly 090-0-1),
Certification of Eligibility for Community Disaster Loans; FF-104-FY-
22-224 (formerly 116-0-1), Promissory Note; FF-104-FY-22-225 (formerly
085-0-1), Local Government Resolution--Collateral Security; FF-104-FY-
22-226 (formerly 112-0-3C), Certifications Regarding Lobbying,
Debarment, Suspension and Other Responsibility Matters, and Drug-Free
Workplace Requirements; FF-104-FY-22-227 (formerly 009-0-15),
Application for Loan Cancellation.
    Abstract: The loan package for the CDL Program provides local
governments that have suffered substantial loss of tax or other
revenues as a result of a major disaster, the opportunity to obtain
financial assistance in order to perform their governmental functions.
The loan must be justified on the basis of need and actual expenses.
    Affected Public: State, local, or Tribal government.
    Estimated Number of Respondents: 260.
    Estimated Number of Responses: 260.
    Estimated Total Annual Burden Hours: 552.
    Estimated Total Annual Respondent Cost: $25,800.
    Estimated Respondents' Operation and Maintenance Costs: 0.
    Estimated Respondents' Capital and Start-Up Costs: 0.
    Estimated Total Annual Cost to the Federal Government: $1,061,916.

Comments

    Comments may be submitted as indicated in the ADDRESSES caption
above. Comments are solicited to (a) evaluate whether the proposed data
collection is necessary for the proper performance of the agency,
including whether the information shall have practical utility;
evaluate the accuracy of the agency's estimate of the burden of the
proposed collection of information, including the validity of the
methodology and assumptions used; (c) enhance the quality, utility, and
clarity of the information to be collected; and (d) minimize the burden
of the collection of information on those who are to respond, including
through the use of appropriate automated, electronic, mechanical, or
other technological collection techniques or other forms of information
technology, e.g., permitting electronic submission of responses.

Millicent Brown Wilson,
Records Management Branch Chief, Office of the Chief Administrative
Officer, Mission Support, Federal Emergency Management Agency,
Department of Homeland Security.
[FR Doc. 2023-03612 Filed 2-21-23; 8:45 am]
BILLING CODE 9111-24-P


[Federal Register Volume 85, Number 165 (Tuesday, August 25, 2020)]
[Rules and Regulations]
[Pages 52268-52270]
[FR Doc No: 2020-18540]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2020-0107; Product Identifier 2019-NM-205-AD; Amendment
39-21209; AD 2020-17-04]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA is superseding Airworthiness Directive (AD) 2019-03-
06, which applied to certain The Boeing Company Model 737-300, -400,
and -500 series airplanes. AD 2019-03-06 required installing lanyard
assemblies on the passenger service units (PSUs) and, for certain
airplanes, on the life vest panels. This AD was prompted by a report
indicating that the PSUs became separated from their attachments during
several survivable accident sequences, and by the determination that
additional actions are necessary for five airplanes. This AD retains
the requirements of AD 2019-03-06 and also requires installation of
lanyard assemblies on the life vest panels on those five airplanes. The
FAA is issuing this AD to address the unsafe condition on these
products.

DATES: This AD is effective September 29, 2020.
    The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of September 29,
2020.
    The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of March
29, 2019 (84 FR 5587, February 22, 2019).

ADDRESSES: For service information identified in this final rule,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone<PHONE_NUMBER>; internet https://www.myboeingfleet.com. You may view this service information at the
FAA, Airworthiness Products Section, Operational Safety Branch, 2200
South 216th St., Des Moines, WA. For information on the availability of
this material at the FAA, call<PHONE_NUMBER>. It is also available on
the internet at https://www.regulations.gov by searching for and
locating Docket No. FAA-2020-0107.

Examining the AD Docket

    You may examine the AD docket on the internet at https://www.regulations.govby searching for and locating Docket No. FAA-2020-
0107; 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, any comments received, and other information. The
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: Scott Craig, Aerospace Engineer, Cabin
Safety and Environmental Systems Section, FAA, Seattle ACO Branch, 2200
South 216th St., Des Moines, WA 98198; phone and fax:<PHONE_NUMBER>;
email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to supersede AD 2019-03-06, Amendment 39-19558 (84 FR 5587,
February 22, 2019) (``AD 2019-03-06''). AD 2019-03-06 applied to
certain The Boeing Company Model 737-300, -400, and -500 series
airplanes. The NPRM published in the Federal Register on March 9, 2020
(85 FR 13581). The NPRM was prompted by a report indicating that the
PSUs became separated from their attachments during several survivable
accident sequences, and by the determination that additional actions
are necessary for five airplanes. The NPRM proposed to retain the
requirement to install lanyard assemblies on PSUs and, for certain
airplanes, on the life vest panels. The NPRM further proposed to
require installing lanyard assemblies on the life vest panels for those
five airplanes on which installation was not originally required. The
FAA is issuing this AD to address the potential for the PSUs to detach
and fall into the cabin, which could lead to passenger injuries and
impede egress during an evacuation.

Comments

    The FAA gave the public the opportunity to participate in
developing this AD. The following presents the comments received on the
NPRM and the FAA's response to each comment.

Support for the NPRM

    Two anonymous commenters supported the NPRM.

Request Regarding Jurisdiction for Added Airplanes

    Another anonymous commenter supported the NPRM and requested
information about the five airplanes for which the additional work
would be required by the proposed AD. The commenter asked where those
airplanes are registered and how they pertain to the jurisdiction of
the FAA.
    The FAA has jurisdiction over airplanes identified in the
applicability of this AD regardless of where they are registered. The
United States is the state of design for the affected Boeing airplanes,
and the FAA is taking action to resolve the unsafe condition that could
exist or develop on the identified airplanes. The FAA has not changed
the final rule regarding this issue.

Request To Clarify Credit Provisions

    Boeing requested that the FAA revise paragraph (i) of the proposed
AD, which would provide credit for use of Boeing Service Bulletin 737-
25-1728, dated October 10, 2016, to do the actions specified in
paragraph (g)(1) of the proposed AD. (Boeing Service Bulletin 737-25-
1728, Revision 1, dated November 26, 2019, was issued when it was
discovered that five airplanes had been inadvertently excluded from the
requirement to install lanyards on the life vest panels. Revision 1
moved those five airplanes from Group 1 to form new Group 3, and added
the lanyard installation procedures for Group 3.) Boeing asserted that
the proposed credit language would provide credit for all requirements
for a Group 3 airplane, although the work performed would not fully
mitigate the unsafe condition because the life vest panels would not
include lanyards.
    The FAA agrees that clarification is necessary. Boeing Service
Bulletin 737-25-1728, dated October 10, 2016, while not requiring the
lanyard installation on life vest panels for Group 3 airplanes, did
provide the lanyard installation procedures for other airplanes.
Therefore, credit may be allowed for a Group 3 airplane if lanyards
were installed on the life vest panels using that service bulletin. To
emphasize that the lanyard installation is mandatory for Group 3
airplanes, the FAA has clarified the provisions of paragraph (i) of
this AD to state that the lanyard installation is required, regardless
of the service bulletin revision level used.

Effect of Winglets on Accomplishment of the Proposed Actions

    Aviation Partners Boeing stated that the installation of winglets
per Supplemental Type Certificate (STC) ST01219SE does not affect the
accomplishment of the manufacturer's service instructions.
    The FAA agrees that STC ST01219SE does not affect the
accomplishment of the manufacturer's service instructions. Therefore,
the installation of STC ST01219SE does not affect the ability to
accomplish the actions required by this AD. The FAA has not changed
this AD in this regard.

Conclusion

    The FAA reviewed the relevant data, considered the comments
received, and determined that air safety and the public interest
require adopting this AD with the changes described previously, and
minor editorial changes. The FAA has determined that these minor
changes:
     Are consistent with the intent that was proposed in the
NPRM for addressing the unsafe condition; and
     Do not add any additional burden upon the public than was
already proposed in the NPRM.
    The FAA also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed Boeing Special Attention Service Bulletin 737-25-
1728, Revision 1, dated November 26, 2019. The service information
describes procedures for installing lanyard assemblies on the PSUs and
life vest panels, as applicable to the airplane group.
    This AD also requires Boeing Requirements Bulletin 737-25-1758 RB,
dated November 8, 2017, which the Director of the Federal Register
approved for incorporation by reference as of March 29, 2019 (84 FR
5587, February 22, 2019).
    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.

Costs of Compliance

    The FAA estimates that this AD affects 221 airplanes of U.S.
registry. The new actions in this AD apply to only 5 airplanes, none of
which is registered in the U.S. The FAA estimates the following costs
to comply with this AD:

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
               Action                         Labor cost                   Parts cost                 Cost per product         Cost on U.S.  operators
--------------------------------------------------------------------------------------------------------------------------------------------------------
Lanyard assembly installation......  Up to 124 work-hours x $85   Up to $11,000...............  Up to $21,540..............  Up to $4,760,340.
                                      per hour = Up to $10,540.
--------------------------------------------------------------------------------------------------------------------------------------------------------

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 products identified in this rulemaking action.

Regulatory Findings

    The FAA has determined that 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.

Adoption of 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 removing Airworthiness Directive AD
2019-03-06, Amendment 39-19558 (84 FR 5587, February 22, 2019), and
adding the following new AD:

2020-17-04 The Boeing Company: Amendment 39-21209; Docket No. FAA-
2020-0107; Product Identifier 2019-NM-205-AD.

(a) Effective Date

    This AD is effective September 29, 2020.

(b) Affected ADs

    This AD replaces AD 2019-03-06, Amendment 39-19558 (84 FR 5587,
February 22, 2019) (``AD 2019-03-06'').

(c) Applicability

    This AD applies to The Boeing Company Model 737-300, -400, and -
500 series airplanes, certificated in any category, as identified in
the service information specified in paragraphs (c)(1) and (2) of
this AD.
    (1) Boeing Special Attention Service Bulletin 737-25-1728,
Revision 1, dated November 26, 2019.
    (2) Boeing Requirements Bulletin 737-25-1758 RB, dated November
8, 2017.

(d) Subject

    Air Transport Association (ATA) of America Code 25, Equipment/
furnishings.

(e) Unsafe Condition

    This AD was prompted by a report indicating that the passenger
service units (PSUs) became separated from their attachments during
several survivable accident sequences, and by the determination that
additional actions are necessary for five airplanes. The FAA is
issuing this AD to address the potential for the PSUs to detach and
fall into the cabin, which could lead to

passenger injuries and impede egress during an evacuation.

(f) Compliance

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

(g) Required Actions

    (1) For airplanes identified in Boeing Special Attention Service
Bulletin 737-25-1728, Revision 1, dated November 26, 2019: At the
applicable times specified in paragraph 1.E., ``Compliance,'' of
Boeing Special Attention Service Bulletin 737-25-1728, Revision 1,
dated November 26, 2019, do all applicable actions identified as
``RC'' (required for compliance) in, and in accordance with, the
Accomplishment Instructions of Boeing Special Attention Service
Bulletin 737-25-1728, Revision 1, dated November 26, 2019.
    (2) For airplanes identified in Boeing Requirements Bulletin
737-25-1758 RB, dated November 8, 2017: Except as required by
paragraph (h) of this AD, at the applicable times specified in the
``Compliance'' paragraph of Boeing Requirements Bulletin 737-25-1758
RB, dated November 8, 2017, do all applicable actions identified in,
and in accordance with, the Accomplishment Instructions of Boeing
Requirements Bulletin 737-25-1758 RB, dated November 8, 2017.

    Note 1 to paragraph (g)(2):  Guidance for accomplishing the
actions required by paragraph (g)(2) of this AD can be found in
Boeing Service Bulletin 737-25-1758, dated November 8, 2017, which
is referred to in Boeing Requirements Bulletin 737-25-1758 RB, dated
November 8, 2017.

(h) Exception to Service Information Specifications

    Where Boeing Requirements Bulletin 737-25-1758 RB, dated
November 8, 2017, uses the phrase ``the original issue date of the
Requirements Bulletin (RB),'' this AD requires using March 29, 2019
(the effective date of AD 2019-03-06).

(i) Credit for Previous Actions

    (1) For airplanes identified as Group 3 in Boeing Service
Bulletin 737-25-1728, Revision 1, dated November 26, 2019: This
paragraph provides credit for the actions specified in paragraph
(g)(1) of this AD, provided those actions were performed before the
effective date of this AD using Boeing Service Bulletin 737-25-1728,
dated October 10, 2016, and provided lanyards are installed on the
life vest panels, using either Boeing Service Bulletin 737-25-1728,
dated October 10, 2016; or Revision 1, dated November 26, 2019.
    (2) For airplanes not identified in paragraph (i)(1) of this AD:
This paragraph provides credit for the actions specified in
paragraph (g)(1) of this AD, if those actions were performed before
the effective date of this AD using Boeing Service Bulletin 737-25-
1728, dated October 10, 2016.

(j) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle ACO 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 certification office, send it to the attention of the
person identified in paragraph (k)(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.
    (3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by The Boeing Company Organization Designation
Authorization (ODA) that has been authorized by the Manager, Seattle
ACO Branch, FAA, to make those findings. To be approved, the repair
method, modification deviation, or alteration deviation must meet
the certification basis of the airplane, and the approval must
specifically refer to this AD.
    (4) For service information that contains steps that are labeled
as Required for Compliance (RC), the provisions of paragraphs
(j)(4)(i) and (ii) of this AD apply.
    (i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. If a step or substep is labeled ``RC Exempt,'' then the
RC requirement is removed from that step or substep. An AMOC is
required for any deviations to RC steps, including substeps and
identified figures.
    (ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.

(k) Related Information

    (1) For more information about this AD, contact Scott Craig,
Aerospace Engineer, Cabin Safety and Environmental Systems Section,
FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198;
phone and fax:<PHONE_NUMBER>; email<EMAIL_ADDRESS>    (2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (l)(5) and (6) of this AD.

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the
incorporation by reference (IBR) 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 this AD specifies otherwise.
    (3) The following service information was approved for IBR on
September 29, 2020.
    (i) Boeing Special Attention Service Bulletin 737-25-1728,
Revision 1, dated November 26, 2019.
    (ii) [Reserved]
    (4) The following service information was approved for IBR on
March 29, 2019 (84 FR 5587, February 22, 2019).
    (i) Boeing Requirements Bulletin 737-25-1758 RB, dated November
8, 2017.
    (ii) [Reserved]
    (5) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone<PHONE_NUMBER>; internet https://www.myboeingfleet.com.
    (6) You may view this service information at the FAA,
Airworthiness Products Section, Operational Safety Branch, 2200
South 216th St., Des Moines, WA. For information on the availability
of this material at the FAA, call<PHONE_NUMBER>.
    (7) 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 August 6, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2020-18540 Filed 8-24-20; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 87, Number 217 (Thursday, November 10, 2022)]
[Notices]
[Page 67891]
[FR Doc No: 2022-24530]

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DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

 [Docket No. ER23-369-000]

OnPoint Energy Pennsylvania, LLC; Supplemental Notice That
Initial Market-Based Rate Filing Includes Request for Blanket Section
204 Authorization

    This is a supplemental notice in the above-referenced proceeding of
OnPoint Energy Pennsylvania, LLC's application for market-based rate
authority, with an accompanying rate tariff, noting that such
application includes a request for blanket authorization, under 18 CFR
part 34, of future issuances of securities and assumptions of
liability.
    Any person desiring to intervene or to protest should file with the
Federal Energy Regulatory Commission, 888 First Street NE, Washington,
DC 20426, in accordance with Rules 211 and 214 of the Commission's
Rules of Practice and Procedure (18 CFR 385.211 and 385.214). Anyone
filing a motion to intervene or protest must serve a copy of that
document on the Applicant.
    Notice is hereby given that the deadline for filing protests with
regard to the applicant's request for blanket authorization, under 18
CFR part 34, of future issuances of securities and assumptions of
liability, is November 25, 2022.
    The Commission encourages electronic submission of protests and
interventions in lieu of paper, using the FERC Online links at http://www.ferc.gov. To facilitate electronic service, persons with internet
access who will eFile a document and/or be listed as a contact for an
intervenor must create and validate an eRegistration account using the
eRegistration link. Select the eFiling link to log on and submit the
intervention or protests.
    Persons unable to file electronically may mail similar pleadings to
the Federal Energy Regulatory Commission, 888 First Street NE,
Washington, DC 20426. Hand delivered submissions in docketed
proceedings should be delivered to Health and Human Services, 12225
Wilkins Avenue, Rockville, Maryland 20852.
    In addition to publishing the full text of this document in the
Federal Register, the Commission provides all interested persons an
opportunity to view and/or print the contents of this document via the
internet through the Commission's Home Page (http://www.ferc.gov) using
the ``eLibrary'' link. Enter the docket number excluding the last three
digits in the docket number field to access the document. At this time,
the Commission has suspended access to the Commission's Public
Reference Room, due to the proclamation declaring a National Emergency
concerning the Novel Coronavirus Disease (COVID-19), issued by the
President on March 13, 2020. For assistance, contact the Federal Energy
Regulatory Commission at [email protected] or call toll-free,
(886) 208-3676 or TYY,<PHONE_NUMBER>.

    Dated: November 4, 2022.
Kimberly D. Bose,
Secretary.
[FR Doc. 2022-24530 Filed 11-9-22; 8:45 am]
BILLING CODE 6717-01-P


[Federal Register Volume 81, Number 69 (Monday, April 11, 2016)]
[Rules and Regulations]
[Pages 21236-21240]
[FR Doc No: 2016-07373]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0775; Directorate Identifier 2014-NM-046-AD;
Amendment 39-18467; AD 2016-07-22]
RIN 2120-AA64

Airworthiness Directives; Airbus Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).

ACTION: Final rule.

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

SUMMARY: We are adopting a new airworthiness directive (AD) for all
Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, Model
A300 C4-605R Variant F airplanes (collectively called Model A300-600
series airplanes), and Model A310 series airplanes. This AD was
prompted by reports of insufficient clearance for the electrical wiring
bundles in the leading and trailing edges of the right-hand (RH) and
left-hand (LH) wings. This AD requires modifying the electrical routing
installation at the RH and LH wings. We are issuing this AD to prevent
insufficient clearance of electrical wiring bundles located in the
leading and trailing edges of the RH and LH wings, which could lead to
chafing damage and arcing, possibly resulting in an on-board fire.

DATES: This AD becomes effective May 16, 2016.
    The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of May 16, 2016.

ADDRESSES: You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0775; or in person at the
Docket Management Facility, U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC.
    For service information identified in this final rule, contact
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice Bellonte,
31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61
93 44 51; email<EMAIL_ADDRESS>Internet http://www.airbus.com. You may view this referenced service information at the
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA.
For information on the availability of this material at the

FAA, call<PHONE_NUMBER>. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0775.

FOR FURTHER INFORMATION CONTACT: Dan Rodina, Aerospace Engineer,
International Branch, ANM-116, Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton, WA 98057-3356; telephone<PHONE_NUMBER>;
fax<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to all Airbus Model A300 B4-
600, B4-600R, and F4-600R series airplanes and Model A300 C4-605R
Variant F airplanes (collectively called Model A300-600 series
airplanes); and Model A310 series airplanes. The NPRM published in the
Federal Register on November 21, 2014 (79 FR 69377) (``the NPRM'').
    The European Aviation Safety Agency (EASA), which is the Technical
Agent for the Member States of the European Union, has issued EASA
Airworthiness Directive 2015-0176, dated August 25, 2015 (referred to
after this as the Mandatory Continuing Airworthiness Information, or
``the MCAI''), to correct an unsafe condition for all Airbus Model A300
B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R
Variant F airplanes (collectively called Model A300-600 series
airplanes); and Model A310 series airplanes. The MCAI states:

    Following publication of FAA SFAR 88 (Special Federal Aviation
Regulation 88) [http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgFAR.nsf/0/EEFB3F94451DC06286256C93004F5E07?OpenDocument), EASA issued AD 2006-
0076 (http://ad.easa.europa.eu/ad/2006-0076] requiring inspection
and corrective action to improve the explosion risk protection
system for the left hand (LH) and right hand (RH) wings on A300,
A300-600, A300-600ST and A310 aeroplanes.
    For A300-600, A300-600ST and A310 aeroplanes, the required
detailed visual inspections of electrical bundles located in the
leading and trailing edges of the RH and LH wings and a review of
the wing electrical installation on the final assembly line have
shown that the wing electrical installation does not comply with the
minimum distance inspection criteria to the surrounding structure in
a few wing locations.
    This condition, if not detected and corrected, could lead to
damage on the electrical harnesses and on the surrounding structure.
    To address this unsafe condition, Airbus developed an
improvement of the wing electrical installation to prevent possible
chafing and subsequent damage to the electrical harnesses and
surrounding structure.
    Consequently EASA issued AD 2014-0034 [http://www.regulations.gov/#!documentDetail;D=FAA-2014-0775-0002] to
require installation of new bracket assemblies to ensure the
clearance between the wiring and the structure, and installation of
protective split sleeves as mechanical protection to the electrical
harnesses.
    Since EASA AD 2014-0034 was issued, during embodiment of Airbus
Service Bulletin (SB) A300-24-6103 Revision 02 on an aeroplane, an
installation problem was identified, which prompted Airbus to revise
SB A300-24-9014 Revision 01, and A300-24-6103 Revision 02.
    Service Bulletin Information Transmission (SBIT) 14-0044
Revision 01 dated 06 February 2015 recommended to postpone
embodiment of these two SB's, and to wait for the availability of
Airbus SB A300-24-9014 Revision 02 and A300-24-6103 Revision 03.
    For the reasons described above, this [EASA]AD retains the
requirement of the EASA AD 2014-0034, which is superseded, and
requires in addition for the A300-600 and A300-600ST aeroplanes
only, installation of new bracket assemblies in shroud box (LH and
RH side) to ensure adequate clearance between wirings and flap track
carriage (LH and RH side).

    Required actions include modifying the electrical routing
installation at the RH and LH wings by installing new bracket
assemblies to ensure adequate clearance between the wiring and the
structure, and installing protective split sleeves as mechanical
protection to the electrical harnesses.
    You may examine the MCAI in the AD docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0775-0002.

Comments

    We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM and
the FAA's response to each comment.

Requests To Use the Latest Service Information

    FedEx and United Parcel Service (UPS) requested that the NPRM
reference the latest revision of Airbus Service Bulletin A300-24-6103,
Revision 02, dated February 7, 2013. UPS stated that Airbus released an
operators information transmission in October 2014, which stated that
an operator reported that the installation of the clamps was not
possible. UPS and FedEx stated that a revised version of the service
information should be mandated.
    We agree with the commenters' request. Since the NPRM was issued,
we have reviewed Airbus Service Bulletin A300-24-6103, Revision 03,
dated July 3, 2015, excluding Appendices 01, 02, 03, and 04, Revision
03, dated July 3, 2015; and Airbus Service Bulletin A310-24-2105,
Revision 02, dated January 5, 2015, excluding Appendix 01, Revision 02,
dated January 5, 2015. Airbus Service Bulletin A300-24-6103, Revision
03, dated July 3, 2015, excluding Appendices 01, 02, 03, and 04,
Revision 03, dated July 3, 2015, adds an installation of new bracket
assemblies in the shroud box (LH and RH sides) to the modification.
Airbus Service Bulletin A310-24-2105, Revision 02, dated January 5,
2015, excluding Appendix 01, Revision 02, dated January 5, 2015, only
includes minor changes to the modification. We have updated paragraphs
(g) and (h) of this AD accordingly. Similar to the MCAI, credit is not
given for Airbus Service Bulletin A300-24-6103, Revision 02, dated
February 7, 2013.

Request To Revise Costs of Compliance Section

    FedEx requested that we revise the Costs of Compliance section of
the NPRM. FedEx stated that the 37 work-hour estimate is consistent
with what is specified in Airbus Service Bulletin A300-24-6103,
Revision 02, dated February 7, 2013. However, FedEx stated that Airbus
Service Bulletin A310-24-2105, Revision 01, dated December 11, 2013,
shows an estimate of up to 55.5 work-hours, and does not include
preparation and set up time. Airbus also stated that, from their
experience, the work-hours tend to be understated compared to the
actual time required to accomplish the actions. FedEx commented that it
believes an estimate of 60 work-hours is more realistic. FedEx stated
that it must be noted that 102 FedEx-registered airplanes are listed in
the effectivity section of both service bulletins, and that the overall
cost assessment omits the fact that over half of the total U.S. fleet
cost will be borne by a single operator.
    We agree with the commenter's request to revise the estimated costs
of compliance; however, we have used the cost estimate identified in
Airbus Service Bulletin A310-24-2105, Revision 02, dated January 5,
2015, excluding Appendix 01, Revision 02, dated January 5, 2015, which
does include access and close-up work-hours. We have revised the Costs
of Compliance section of this final rule to specify up to 56 work-hours
per product to comply with the basic requirements of this AD.

Request To Supersede and Revise the Affected ADs Paragraph of the
Proposed AD

    FedEx requested that AD 2006-22-07, Amendment 39-14800 (71 FR
62890, October 27, 2006) (``AD 2006-22-07''), be listed as an affected
AD in the proposed AD, and that the NPRM supersede AD 2006-22-07. FedEx
stated that the manufacturer has linked the NPRM to AD 2006-22-07.
    FedEx commented that it has complied with the proposed requirements
of the proposed AD, and all but two airplanes were found to be
compliant with the clearance requirements specified in the applicable
service information. FedEx stated that it has contacted the
manufacturer for an approved method of compliance. FedEx stated that
Airbus issued an EASA-approved technical adaptation requiring that the
affected wire bundles be wrapped and a repetitive inspection be
performed until a permanent fix is available. FedEx stated that the
permanent fix is ``Airbus Service Bulletin A300-24-6103,'' which was
specified in the NPRM.
    FedEx commented that the manufacturer has linked the NPRM to AD
2006-22-07 because Airbus Service Bulletin A300-24-6103 will act as
terminating action for the requirements of AD 2006-22-07 and the NPRM.
FedEx also stated that it thinks that all airplanes that comply with AD
2006-22-07 without requiring additional permanent modifications should
be exempt from the NPRM.
    We agree that AD 2006-22-07 and this AD are related; however, we
disagree with the commenter's request to supersede AD 2006-22-07 and
include that AD as an affected AD in paragraph (b) of this AD. We also
disagree with the commenter's request to exempt airplanes that comply
with AD 2006-22-07 from this AD.
    Prior issues of Airbus Service Bulletin A300-24-6103 (issued before
Revision 03, dated July 3, 2015) are not acceptable for compliance with
this AD because this AD and AD 2006-22-07 address two different unsafe
conditions and require different corrective actions. AD 2006-22-07 and
prior issues of Airbus Service Bulletin A300-24-6103 (issued before
Revision 03, dated July 3, 2015) do not address insufficient clearance
of electrical wiring bundles located in the leading and trailing edges
of the RH and LH wings, which is the unsafe condition identified in
this final rule. Additional actions are required in Airbus Service
Bulletin A300-24-6103, Revision 03, dated July 3, 2015, to address the
unsafe conditions identified by this final rule that were not addressed
on airplanes modified using previous issues of Airbus Service Bulletin
A300-24-6103.
    Therefore, this final rule will not supersede AD 2006-22-07.
Regardless of the findings or corrective actions accomplished in
accordance with AD 2006-22-07, the service information in this final
rule must still be required. We have not change this final rule in this
regard.

Conclusion

    We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously and minor editorial
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
     Do not add any additional burden upon the public than was
already proposed in the NPRM.
    We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    Airbus has issued Service Bulletin A300-24-6103, Revision 03, dated
July 3, 2015, excluding Appendices 01, 02, 03, and 04, Revision 03,
dated July 3, 2015; and Service Bulletin A310-24-2105, Revision 02,
dated January 5, 2015, excluding Appendix 01, Revision 02, dated
January 5, 2015. The service information describes procedures for
modifying the electrical routing installation at the RH and LH wings.
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.

Explanation of ``RC'' Procedures and Tests in Service Information

    The FAA worked in conjunction with industry, under the
Airworthiness Directive Implementation Aviation Rulemaking Committee
(ARC), to enhance the AD system. One enhancement was a new process for
annotating which procedures and tests in the service information are
required for compliance with an AD. Differentiating these procedures
and tests from other tasks in the service information is expected to
improve an owner's/operator's understanding of crucial AD requirements
and help provide consistent judgment in AD compliance. The procedures
and tests identified as Required for Compliance (RC) in any service
information have a direct effect on detecting, preventing, resolving,
or eliminating an identified unsafe condition.
    As specified in a NOTE under the Accomplishment Instructions of the
specified service information, procedures and tests that are identified
as RC in any service information must be done to comply with the AD.
However, procedures and tests that are not identified as RC are
recommended. Those procedures and tests that are not identified as RC
may be deviated from using accepted methods in accordance with the
operator's maintenance or inspection program without obtaining approval
of an AMOC, provided the procedures and tests identified as RC can be
done and the airplane can be put back in an airworthy condition. Any
substitutions or changes to procedures or tests identified as RC will
require approval of an AMOC.

Costs of Compliance

    We estimate that this AD affects 199 airplanes of U.S. registry.
    We also estimate that it will take about 56 work-hours per product
to comply with the basic requirements of this AD. The average labor
rate is $85 per work-hour. Required parts would cost up to $18,000 per
product. Based on these figures, we estimate the cost of this AD on
U.S. operators to be $4,529,240, or $22,760 per product.

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.
    We are 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.

Regulatory Findings

    We determined that 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. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979);
    3. Will not affect intrastate aviation in Alaska; and
    4. 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.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov/#!docketDetail;D=FAA-2014-0775; or in person at the
Docket Management Facility between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD docket contains this AD, the
regulatory evaluation, any comments received, and other information.
The street address for the Docket Operations office (telephone 800-647-
5527) is in the ADDRESSES section.

List of Subjects in 14 CFR Part 39

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

Adoption of 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 (AD):

2016-07-22 Airbus: Amendment 39-18467. Docket No. FAA-2014-0775;
Directorate Identifier 2014-NM-046-AD.

(a) Effective Date

    This AD becomes effective May 16, 2016.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to the airplanes identified in paragraphs (c)(1)
and (c)(2) of this AD, certificated in any category.
    (1) All Airbus Model A300 B4-601, B4-603, B4-620, and B4-622
airplanes; Model A300 B4-605R and B4-622R airplanes; Model A300 F4-
605R and F4-622R airplanes; and Model A300 C4-605R Variant F
airplanes.
    (2) All Airbus Model A310-203, -204, -221, -222, -304, -322, -
324, and -325 airplanes.

(d) Subject

    Air Transport Association (ATA) of America Code 24, Electrical
Power.

(e) Reason

    This AD was prompted by reports of insufficient clearance for
the electrical wiring bundles in the leading and trailing edges of
the right-hand (RH) and left-hand (LH) wings. We are issuing this AD
to detect and correct insufficient clearance of electrical wiring
bundles located in the leading and trailing edges of the RH and LH
wings, which could lead to chafing damage and arcing, possibly
resulting in an on-board fire.

(f) Compliance

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

(g) Modification

    Within 30 months after the effective date of this AD: Modify the
electrical routing installation at the RH and LH wings in accordance
with the Accomplishment Instructions of Airbus Service Bulletin
A300-24-6103, Revision 03, July 3, 2015, excluding Appendices 01,
02, 03, and 04, Revision 03, dated July 3, 2015; or Airbus Service
Bulletin A310-24-2105, Revision 02, dated January 5, 2015, excluding
Appendix 01, Revision 02, dated January 5, 2015; as applicable;
except as required by paragraph (h) of this AD.

(h) Exception to Service Information

    If, during any modification required by paragraph (g) of this
AD: Any gap between the structure and the clamp has insufficient
clearance, in accordance with the Accomplishment Instructions of
Airbus Service Bulletin A300-24-6103, Revision 03, July 3, 2015,
excluding Appendices 01, 02, 03, and 04, Revision 03, dated July 3,
2015; or Airbus Service Bulletin A310-24-2105, Revision 02, dated
January 5, 2015, excluding Appendix 01, Revision 02, dated January
5, 2015; as applicable; before further flight, repair using a method
approved by the Manager, International Branch, ANM-116, Transport
Airplane Directorate, FAA; or the European Aviation Safety Agency
(EASA); or Airbus's EASA Design Organization Approval (DOA).

(i) Credit for Previous Actions

    This paragraph provides credit for the actions required by
paragraph (g) of this AD, if those actions were performed before the
effective date of this AD using Airbus Service Bulletin A310-24-
2105, dated March 20, 2013; or Airbus Service Bulletin A310-24-2105,
Revision 01, dated December 11, 2013.

(j) Other FAA AD Provisions

    The following provisions also apply to this AD:
    (1) Alternative Methods of Compliance (AMOCs): The Manager,
International Branch, ANM-116, Transport Airplane Directorate, 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 International Branch, send it to ATTN: Dan Rodina,
Aerospace Engineer, International Branch, ANM-116, Transport
Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057-
3356; telephone<PHONE_NUMBER>; fax<PHONE_NUMBER>. Information may
be emailed to<EMAIL_ADDRESS>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. The
AMOC approval letter must specifically reference this AD.
    (2) Contacting the Manufacturer: For any requirement in this AD
to obtain corrective actions from a manufacturer, the action must be
accomplished using a method approved by the Manager, International
Branch, ANM-116, Transport Airplane Directorate, FAA; or EASA; or
Airbus's EASA DOA. If approved by the DOA, the approval must include
the DOA-authorized signature.
    (3) Required for Compliance (RC): Except as required by
paragraph (h) of this AD: If any service information contains
procedures or tests that are identified as RC, those procedures and
tests must be done to comply with this AD; any procedures or tests
that are not identified as RC are recommended. Those procedures and
tests that are not identified as RC may be deviated from using
accepted methods in accordance with the operator's maintenance or
inspection program without obtaining approval of an AMOC, provided
the procedures and tests identified as RC can be done and the
airplane can be put back in an airworthy condition. Any
substitutions or changes to procedures or tests identified as RC
require approval of an AMOC.

(k) Related Information

    (1) Refer to Mandatory Continuing Airworthiness Information
(MCAI) EASA Airworthiness Directive 2015-0176, dated August 25,
2015, for related information. This MCAI may be found in the AD
docket on the Internet at http://www.regulations.gov/#!documentDetail;D=FAA-2014-0775-0002.
    (2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (l)(3) and (l)(4) of this AD.

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the
incorporation by reference (IBR) 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 this AD specifies otherwise.
    (i) Airbus Service Bulletin A300-24-6103, Revision 03, dated
July 3, 2015, excluding Appendices 01, 02, 03, and 04, Revision 03,
dated July 3, 2015.
    (ii) Airbus Service Bulletin A310-24-2105, Revision 02, dated
January 5, 2015, excluding Appendix 01, Revision 02, dated January
5, 2015.
    (3) For service information identified in this AD, contact
Airbus SAS, Airworthiness Office--EAW, 1 Rond Point Maurice
Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96;
fax +33 5 61 93 44 51; email<EMAIL_ADDRESS>
Internet http://www.airbus.com.
    (4) You may view this service information at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For
information on the availability of this material at the FAA, call
425-227-1221.
    (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, call<PHONE_NUMBER>, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Renton, Washington, on March 24, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2016-07373 Filed 4-8-16; 8:45 am]
 BILLING CODE 4910-13-P