[Federal Register Volume 84, Number 110 (Friday, June 7, 2019)]
[Proposed Rules]
[Pages 26593-26598]
[FR Doc No: 2019-11957]

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Proposed Rules
                                                Federal Register
________________________________________________________________________

This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.

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Federal Register / Vol. 84, No. 110 / Friday, June 7, 2019 / Proposed
Rules

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-FAA-2019-0427; Notice No. 25-19-07-SC]

Special Conditions: TTF Aerospace, LLC, Airbus Model A330-300 and
Model A330-900 Series Airplanes; Bulk Cargo Lower Deck Crew Rest
Compartments

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed special conditions.

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SUMMARY: This action proposes special conditions for the Airbus Model
A330-300 and Model A330-900 series airplanes. These airplanes, as
modified by TTF Aerospace, LLC (TTF Aerospace), will have a novel or
unusual design feature when compared to the state of technology
envisioned in the airworthiness standards for transport category
airplanes. This design feature is a lower deck mobile crew rest (LD-
MCR) installed in the aft cargo compartment of Model A330-300 and Model
A330-900 series airplanes. The applicable airworthiness regulations do
not contain adequate or appropriate safety standards for this design
feature. These proposed 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: Send comments on or before June 27, 2019.

ADDRESSES: Send comments identified by Docket No. FAA-2019-0427 using
any of the following methods:
     Federal eRegulations Portal: Go to http://www.regulations.gov/ and follow the online instructions for sending
your comments electronically.
     Mail: Send comments to Docket Operations, M-30, U.S.
Department of Transportation (DOT), 1200 New Jersey Avenue SE, Room
W12-140, West Building Ground Floor, Washington, DC 20590-0001.
     Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue SE, Washington, DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
     Fax: Fax comments to Docket Operations at<PHONE_NUMBER>.
    Privacy: The FAA will post all comments it receives, without
change, to http://www.regulations.gov/, including any personal
information the commenter provides. Using the search function of the
docket website, anyone can find and read the electronic form of all
comments received into any FAA docket, including the name of the
individual sending the comment (or signing the comment for an
association, business, labor union, etc.). DOT's complete Privacy Act
Statement can be found in the Federal Register published on April 11,
2000 (65 FR 19477-19478).
    Docket: Background documents or comments received may be read at
http://www.regulations.gov/ at any time. Follow the online instructions
for accessing the docket or go to Docket Operations in Room W12-140 of
the West Building Ground Floor at 1200 New Jersey Avenue SE,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.

FOR FURTHER INFORMATION CONTACT: Alan Sinclair, Airframe & Cabin Safety
Section, AIR-675, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service, Federal Aviation
Administration, 2200 South 216th Street, Des Moines, Washington 98198;
telephone and fax<PHONE_NUMBER>; email<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite interested people to take part in this rulemaking by
sending written comments, data, or views. The most helpful comments
reference a specific portion of the special conditions, explain the
reason for any recommended change, and include supporting data.
    We will consider all comments we receive by the closing date for
comments. We may change these special conditions based on the comments
we receive.

Background

    On February 20, 2019, TTF Aerospace applied for a supplemental type
certificate for a LD-MCR installed in the aft cargo compartment of
Airbus Model A330-300 and Model A330-900 series airplanes. The Airbus
Model A330-300 and Model A330-900 series airplanes are twin-engine,
transport category airplanes with maximum takeoff weights of 405,650
and 533,518 pounds, respectively, and seating for 440 passengers.
    The LD-MCR compartment will be located under the passenger cabin
floor in the aft cargo compartment of Airbus Model A330-300 and Model
A330-900 airplanes. It will be removable from the cargo compartment.
The LD-MCR compartment will be occupied in flight but not during taxi,
takeoff, or landing. No more than ten crewmembers at a time will be
permitted to occupy it. The LD-MCR compartment will have a smoke
detection system, a fire suppression system, and an oxygen system.
    The LD-MCR compartment will be accessed from the main deck via a
``stairhouse.'' The floor within the stairhouse has a hatch that leads
to stairs that occupants use to descend into the LD-MCR compartment. An
interface will keep this hatch open when the stairhouse door is open.
In addition, there will be an emergency hatch that opens directly into
the main passenger cabin. The LD-MCR compartment has a maintenance
door. This door is intended to be used to allow maintenance personnel
and cargo handlers to enter the LD-MCR from the cargo compartment when
the airplane is not in flight.

Type Certification Basis

    Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, TTF Aerospace must show that the Airbus Model A330-300 and
Model A330-900 series airplanes, as changed, continue to meet the
applicable provisions of the regulations listed in Type Certificate No.
A46NM or the applicable regulations in effect on the date of
application for the change, except for earlier amendments as agreed
upon by the FAA.
    If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards

for the Airbus Model A330-300 and Model A330-900 series airplanes
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 applicant apply for a supplemental type
certificate to modify any other model included on the same type
certificate to incorporate the same novel or unusual design feature,
these special conditions would also apply to the other model under
Sec.  21.101.
    In addition to the applicable airworthiness regulations and special
conditions, the Airbus Model A330-300 and Model A330-900 series
airplanes 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.
    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.  21.101.

Novel or Unusual Design Features

    The Airbus Model A330-300 and Model A330-900 series airplanes will
incorporate the following novel or unusual design features:
    This design feature is a LD-MCR installed in the aft cargo
compartment of Model A330-300 and Model A330-900 series airplanes.

Discussion

    While the installation of the crew rest compartment is not a new
concept for large transport category airplanes, each crew rest
compartment has unique features based on design, location, and use on
the airplane. The LD-MCR compartment is novel in terms of part 25 of
title 14 of the CFR in that it will be located under the passenger
cabin floor in the aft cargo compartment of Airbus Model A330-300 and
Model A330-900 series airplanes, which is not contemplated by Sec.
25.819 regarding lower deck service compartments (including galleys).
Due to the novel or unusual features associated with the installation
of a LD-MCR compartment, special conditions are considered necessary to
provide a level of safety equal to that established by the
airworthiness regulations incorporated by reference in the type
certificates of these airplanes as applicable airworthiness regulations
do not contain adequate or appropriate safety standards for this design
feature.
    Most of these special conditions come from Sec.  25.819 but they
require more stringent standards for fire protection and emergency
egress, because of design features and location of the LD-MCR. The
applicant should note that the FAA considers smoke or fire detection
and fire suppression systems (including airflow management features
that prevent hazardous quantities of smoke or fire extinguishing agent
from entering any other compartment occupied by crewmembers or
passengers) for crew rest compartments complex in terms of paragraph 6d
of Advisory Circular (AC) 25.1309-1A, ``System Design and Analysis,''
dated June 21, 1988. In addition, the FAA considers failure of the crew
rest compartment fire protection system (i.e., smoke or fire detection
and fire suppression systems) in conjunction with a crew rest fire to
be a catastrophic event. Based on the ``Depth of Analysis Flowchart''
shown in Figure 2 of AC 25.1309-1A, the depth of analysis should
include both qualitative and quantitative assessments. Refer to
paragraphs 8d, 9, and 10 of AC 25.1309-1A. In addition, it should be
noted that flammable fluids, explosives, or other dangerous cargo are
prohibited from being carried in the crew rest areas.
    The requirements to enable crewmembers' quick entry to the crew
rest compartment and to locate a fire source inherently places limits
on the amount of baggage that may be carried and the size of the crew
rest area. The FAA considers that the crew rest area must be limited to
the stowage of crew personal luggage and must not be used for the
stowage of cargo or passenger baggage. The design of such a system to
include cargo or passenger baggage would require additional
requirements to ensure safe operation.
    Furthermore, the addition of galley equipment or a kitchenette
incorporating a heat source (e.g., cook tops, microwaves, coffee pots,
etc.), other than a conventional lavatory or kitchenette hot water
heater, within the LD-MCR compartment defined in the ``Novel or Unusual
Design Features'' section, may require additional special conditions to
be considered. A hot water heater is acceptable without further special
conditions consideration.
    Finally, amendment 25-38 modified the requirements of Sec.
25.1439(a) by adding, ``In addition, protective breathing equipment
must be installed in each isolated separate compartment in the
airplane, including upper and lower lobe galleys, in which crewmember
occupancy is permitted during flight for the maximum number of
crewmembers expected to be in the area during any operation.'' The LD-
MCR compartment is an isolated separate compartment, so Sec.
25.1439(a) is applicable. However, the Sec.  25.1439(a) protective
breathing equipment (PBE) requirements for isolated separate
compartments are not appropriate because the LD-MCR is novel or unusual
in terms of the number of occupants.
    In 1976, when amendment 25-38 was adopted, small galleys were the
only isolated compartments that had been certificated. Two crewmembers
were the maximum expected to occupy those galleys.
    This crew rest compartment can accommodate up to ten crewmembers.
This large number of occupants in an isolated compartment was not
envisioned at the time amendment 25-38 was adopted. It is not
appropriate for all occupants to don PBEs in the event of a fire
because the first action should be to leave the confined space unless
the occupant is fighting the fire. Taking the time to don the PBE would
prolong the time for the emergency evacuation of the occupants and
possibly interfere with efforts to extinguish the fire. These special
conditions therefore provide procedures that establish a level of
safety equivalent to the PBE requirements.

Operational Evaluations and Approval

    These special conditions outline requirements for flightcrew and
cabin crew rest compartment design approvals (e.g., type design change
or supplemental type certificate) administered by the FAA's Aircraft
Certification Service. Prior to operational use of a flight (cabin)
crew rest compartment, the FAA's Flight Standards Service must evaluate
for operational suitability the flight (cabin) crew sleeping quarters
and rest facilities. Refer to Sec. Sec.  91.1061(b)(1), 121.485(a),
121.523(b), and 135.269(b)(5).
    Compliance with these special conditions does not ensure that the
applicant has demonstrated compliance with the requirements of 14 CFR
parts 91, 121, or 135.
    To obtain an operational evaluation, the type design holder must
contact the appropriate Aircraft Evaluation Group (AEG) in the Flight
Standards Service and request an evaluation for operational suitability
of the flightcrew sleeping quarters in their crew rest facility.
Results of these evaluations should be documented and appended to the
applicable Flight Standardization Board (FSB) Report. Individual
operators may reference these standardized evaluations in discussions
with their FAA Principal Operating Inspector (POI) as the basis for an

operational approval, in lieu of an on-site operational evaluation.
    Any changes to the approved flight (cabin) crew rest compartment
configuration that affect crewmember emergency egress or any other
procedures affecting the safety of the occupying crewmembers and/or
related training shall require a re-evaluation and approval. In the
event of any design change that affects egress, safety procedures, or
training, the applicant is responsible for notifying the FAA's AEG that
a new crew rest facility evaluation is required.
    All instructions for continued airworthiness (ICAs) will be
submitted to the Seattle AEG for approval acceptance, including service
bulletins, before issuance of the FAA modification approval.
    These proposed special conditions are the same as Special Condition
25-281-SC, except the maximum occupancy is ten rather than seven
occupants and a change to the table in Special Condition 20. The
proposed conditions provide an appropriate level of safety for the
proposed occupancy limit as only the size of the compartment will
increase to accommodate the additional occupants but all other
requirements for safety, fire suppression, and emergency evacuation
will remain the same. In addition, the change to the table in Special
Condition 20 is related to the location of the crew rest and specifics
of the crew rest design. Stowage compartments located in the vicinity
of critical equipment or located in an overhead area would typically be
listed as conditional. However, this LD-MCR is located in the Class C
cargo compartment with all of its features that provide fire protection
(e.g., the use of liner material that meets appendix F to part 25, part
III; control of ventilation; active fire suppression; active fire
detection; etc.). These features remain when the crew rest is
installed.
    The proposed 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.

Applicability

    As discussed above, these special conditions are applicable to the
Airbus Model A330-300 and Model A330-900 airplanes. Should TTF
Aerospace apply at a later date for a supplemental type certificate to
modify any other model included on Type Certificate No. A46NM to
incorporate the same novel or unusual design feature, these special
conditions would apply to that model as well.
    Certification of the Airbus Model A330-300 and Model A330-900
airplanes with the LD-MCR is currently scheduled for June 2019. The
substance of these special conditions has been subject to the notice
and public comment procedure in several prior instances. Therefore,
because a delay would significantly affect the applicant's installation
of the system and the certification of the airplane, we are shortening
the public comment period to 20 days.

Conclusion

    This action affects only a certain novel or unusual design feature
on Airbus Model A330-300 and Model A330-900 of airplanes. It is not a
rule of general applicability and affects only the applicant who
applied to the FAA for approval of these features on the airplane.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping
requirements.

Authority Citation

    The authority citation for these special conditions is as follows:

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

The Proposed Special Conditions

    Accordingly, the Federal Aviation Administration (FAA) proposes the
following special conditions as part of the type certification basis
for Airbus Model A330-300 and Model A330-900 airplanes, as modified by
TTF Aerospace.
    1. Occupancy of the LD-MCR compartment is limited to the total
number of installed bunks and seats in each compartment. For each
occupant permitted in the LD-MCR compartment, there must be an approved
seat or berth able to withstand the maximum flight loads when occupied.
The maximum occupancy in the LD-MCR compartment is ten.
    a. There must be appropriate placards displayed in a conspicuous
place at each entrance to the LD-MCR compartment indicating the
following information:
    (1) The maximum number of occupants allowed;
    (2) That occupancy is restricted to crewmembers trained in the
evacuation procedures for the LD-MCR compartment;
    (3) That occupancy is prohibited during taxi, takeoff and landing;
    (4) That smoking is prohibited in the LD-MCR compartment; and
    (5) That the LD-MCR compartment is limited to the stowage of
personal luggage of crewmembers and must not be used for the stowage of
cargo or passenger baggage.
    b. There must be at least one ashtray located conspicuously on or
near the entry side of any entrance to the LD-MCR compartment.
    c. There must be a means to prevent passengers from entering the
LD-MCR compartment in an emergency or when no flight attendant is
present.
    d. There must be a means for any door installed between the LD-MCR
compartment and the passenger cabin to be capable of being quickly
opened from inside the LD-MCR compartment, even when crowding occurs at
each side of the door.
    e. For all doors installed in the evacuation routes, there must be
a means to preclude anyone from being trapped inside a compartment. If
a locking mechanism is installed, it must be capable of being unlocked
from the outside without the aid of special tools. The lock must not
prevent opening from the inside of a compartment at any time.
    2. There must be at least two emergency evacuation routes, which
could be used by each occupant of the LD-MCR compartment to rapidly
evacuate to the main cabin and could be closed from the main passenger
cabin after evacuation.
    a. The routes must be located with one at each end of the LD-MCR
compartment or with two having sufficient separation within the LD-MCR
compartment and between the routes to minimize the possibility of an
event (either inside or outside of the LD-MCR compartment) rendering
both routes inoperative.
    b. The routes must be designed to minimize the possibility of
blockage, which might result from fire, mechanical or structural
failure, or from persons standing on top of or against the escape
route. If an evacuation route utilizes an area where normal movement of
passengers occurs, it must be demonstrated that passengers would not
impede egress to the main deck. If a hatch is installed in an
evacuation route, the point at which the evacuation route terminates in
the passenger cabin should not be located where normal movement by
passengers or crew occur, such as in a main aisle, cross aisle,
passageway or galley complex.
    If such a location cannot be avoided, special consideration must be
taken to ensure that the hatch or door can be opened when a person who
is the weight of a ninety-fifth percentile male is standing on the
hatch or door.
    The use of evacuation routes must not be dependent on any powered
device. If there is low headroom at or near an

evacuation route, provision must be made to prevent or to protect
occupants of the LD-MCR compartment from head injury.
    c. Emergency evacuation procedures, including the emergency
evacuation of an incapacitated crewmember from the LD-MCR compartment,
must be established. All of these procedures must be transmitted to the
operator for incorporation into its training programs and appropriate
operational manuals.
    d. There must be a limitation in the Airplane Flight Manual or
other suitable means requiring that crewmembers be trained in the use
of evacuation routes.
    3. There must be a means for the evacuation of an incapacitated
crewmember who is representative of a 95th percentile male from the LD-
MCR compartment to the passenger cabin floor. The evacuation must be
demonstrated for all evacuation routes. A flight attendant or other
crewmember (a total of one assistant within the LD-MCR compartment) may
provide assistance in the evacuation. Additional assistance may be
provided by up to three persons in the main passenger compartment. For
evacuation routes having stairways, the additional assistants may
descend down to one half the elevation change from the main deck to the
LD-MCR compartment or to the first landing, whichever is higher.
    4. The following signs and placards must be provided in the LD-MCR
compartment:
    a. At least one exit sign that meets the requirements of Sec.
25.812(b)(1)(i) at amendment 25-58 must be located near each exit.
However, a sign with reduced background area of no less than 5.3 square
inches (excluding the letters) may be utilized, provided that it is
installed such that the material surrounding the exit sign is light in
color (e.g., white, cream, light beige). If the material surrounding
the exit sign is not light in color, a sign with a minimum of a one-
inch wide background border around the letters would also be
acceptable;
    b. An appropriate placard that defines the location and the
operating instructions for each evacuation route must be located near
each exit;
    c. Placards must be readable from a distance of 30 inches under
emergency lighting conditions; and
    d. The exit handles and the placards with the evacuation path
operating instructions must be illuminated to at least 160
microlamberts under emergency lighting conditions.
    5. There must be a means for emergency illumination to be
automatically provided for the LD-MCR compartment in the event of
failure of the main power system of the airplane or of the normal
lighting system of the LD-MCR compartment.
    a. This emergency illumination must be independent of the main
lighting system.
    b. The sources of general cabin illumination may be common to both
the emergency and the main lighting systems, if the power supply to the
emergency lighting system is independent of the power supply to the
main lighting system.
    c. The illumination level must be sufficient for the occupants of
the LD-MCR compartment to locate and transfer to the main passenger
cabin floor by means of each evacuation route.
    d. The illumination level must be sufficient to locate a deployed
oxygen mask with the privacy curtains in the closed position for each
occupant of the LD-MCR compartment.
    6. There must be means for two-way voice communications between
crewmembers on the flightdeck and crewmembers in the LD-MCR
compartment. Section 25.785(h) at amendment 25-51 requires flight
attendant seats near required floor level emergency exits. Each such
exit seat on the aircraft must have a public address system microphone
that allows two-way voice communications between flight attendants and
crewmembers in the LD-MCR compartment. One microphone may serve more
than one such exit seat, provided the proximity of the exits allows
unassisted verbal communications between seated flight attendants.
    7. There must be a means for manual activation of an aural
emergency alarm system, audible during normal and emergency conditions,
to enable crewmembers on the flightdeck and at each pair of required
floor-level emergency exits to alert crewmembers in the LD-MCR
compartment of an emergency. Use of a public address or crew interphone
system will be acceptable, provided an adequate means of
differentiating between normal and emergency communications is
incorporated. The system must be powered in flight for at least ten
minutes after the shutdown or failure of all engines and auxiliary
power units (APU) or the disconnection or failure of all power sources
that are dependent on the continued operation of the engines and APUs.
    8. There must be a means, readily detectable by seated or standing
occupants of the LD-MCR compartment, which indicates when seat belts
should be fastened. If there are no seats, at least one means, such as
sufficient handholds, must be provided to cover anticipated turbulence.
Seat belt-type restraints must be provided for berths and must be
compatible with the sleeping attitude during cruise conditions. There
must be a placard on each berth indicating that seat belts must be
fastened when the berth is occupied. If compliance with any of the
other requirements of these special conditions is predicated on
specific head location, there must be a placard specifying the head
position.
    9. To provide a level of safety equivalent to that provided to
occupants of a small isolated galley, in lieu of the requirements of
Sec.  25.1439(a) at amendment 25-38 that pertain to isolated
compartments, the following equipment must be provided in the LD-MCR
compartment:
    a. At least one approved hand-held fire extinguisher appropriate
for the kinds of fires likely to occur;
    b. Two portable Protective Breathing Equipment (PBE) units approved
to Technical Standard Order (TSO)-C116 or equivalent, which are
suitable for fire-fighting, or one PBE for each hand-held fire
extinguisher, whichever is greater; and
    c. One flashlight.

    Note:  Additional PBEs and fire extinguishers in specific
locations, beyond the minimum numbers prescribed in Special
Condition No. 9, may be required as a result of any egress analysis
accomplished to satisfy Special Condition No. 2(a).

    10. A smoke or fire detection system or systems must be provided to
monitor each occupiable area within the LD-MCR compartment, including
those areas partitioned by curtains. Flight tests must be conducted to
show compliance with this requirement. Each smoke or fire detection
system must provide the following:
    a. A visual indication to the flightdeck within one minute after
the start of a fire;
    b. An aural warning in the LD-MCR compartment; and
    c. A warning in the main passenger cabin. This warning must be
readily detectable by a flight attendant, taking into consideration the
positioning of flight attendants throughout the main-passenger
compartment during various phases of flight.
    11. The LD-MCR compartment must be designed such that fires within
it can be controlled without a crewmember having to enter the
compartment or be designed such that crewmembers equipped for fire-
fighting have unrestricted access to the compartment. The time for a
crewmember on the main deck to react to the fire alarm, don the fire-
fighting equipment, and gain access

must not exceed the time for the compartment to become smoke-filled,
making it difficult to locate the source of the fire.
    12. There must be a means provided to exclude hazardous quantities
of smoke or extinguishing agent originating in the LD-MCR compartment
from entering any other compartment occupied by crewmembers or
passengers. This means must include the time periods during the
evacuation of the LD-MCR compartment and, if applicable, when accessing
the LD-MCR compartment to manually fight a fire. Smoke entering any
other compartment occupied by crewmembers or passengers when the LD-MCR
compartment is opened during an emergency evacuation must dissipate
within five minutes after the LD-MCR compartment is closed.
    Hazardous quantities of smoke may not enter any other compartment
occupied by crewmembers or passengers during subsequent access to
manually fight a fire in the LD-MCR compartment. (The amount of smoke
entrained by a firefighter exiting the LD-MCR compartment through the
access is not considered hazardous.)
    During the one-minute smoke detection time, penetration of a small
quantity of smoke from the LD-MCR compartment into an occupied area is
acceptable. Flight tests must be conducted to show compliance with this
requirement.
    If a built-in fire suppression system is used in lieu of manual
fire-fighting, the fire suppression system must be designed so that no
hazardous quantities of extinguishing agent will enter other
compartments occupied by passengers or crewmembers. The system must
have adequate capacity to suppress any likely fire occurring in the LD-
MCR compartment, considering the fire threat, the volume of the
compartment and the ventilation rate.
    13. For each seat and berth in the LD-MCR compartment, there must
be a supplemental oxygen system equivalent to that provided for main
deck passengers. The system must provide an aural and visual warning to
alert the occupants of the LD-MCR compartment of the need to don oxygen
masks in the event of decompression. The warning must activate before
the cabin pressure altitude exceeds 15,000 feet. The aural warning must
sound continuously for a minimum of five minutes or until a reset push
button in the LD-MCR compartment is depressed. Procedures for
crewmembers in the LD-MCR compartment to follow in the event of
decompression must be established. These procedures must be transmitted
to the operator for incorporation into their training programs and
appropriate operational manuals.
    14. The following requirements apply to LD-MCR compartments that
are divided into several sections by the installation of curtains or
doors:
    a. To warn crewmembers who may be sleeping, there must be an aural
alert that accompanies automatic presentation of supplemental oxygen
masks. The alert must be able to be heard in each section of the LD-MCR
compartment. A visual indicator that occupants must don an oxygen mask
is required in each section where seats or berths are not installed. A
minimum of two supplemental oxygen masks is required for each seat or
berth. There must also be a means to manually deploy the oxygen masks
from the flightdeck.
    b. A placard is required adjacent to each curtain that visually
divides or separates the LD-MCR compartment into small sections for
privacy purposes. The placard must indicate that the curtain is to
remain open when the private section it creates is unoccupied.
    c. For each section created by the installation of a curtain, the
following requirements of these special conditions must be met both
with the curtain open and with the curtain closed:
    (1) Emergency illumination (Special Condition No. 5);
    (2) Aural emergency alarm (Special Condition No. 7);
    (3) Fasten seat belt signal or return to seat signal as applicable
(Special Condition No. 8); and
    (4) Smoke or fire detection (Special Condition No. 10).
    d. Crew rest compartments visually divided to the extent that
evacuation could be affected must have exit signs that direct occupants
to the primary stairway exit. The exit signs must be provided in each
separate section of the LD-MCR compartment and must meet the
requirements of Sec.  25.812(b)(1)(i) at amendment 25-58. An exit sign
with reduced background area, as described in Special Condition No.
4(a), may be used to meet this requirement.
    e. For sections within a LD-MCR compartment that are created by the
installation of a partition with a door separating the sections, the
following requirements of these special conditions must be met with the
door open and with the door closed:
    (1) There must be a secondary evacuation route from each section to
the main deck, or it must be shown that any door between the sections
has been designed to preclude anyone from being trapped inside the
compartment. Removal of an incapacitated crewmember from this area must
be considered. A secondary evacuation route from a small room designed
for only one occupant for a short period of time, such as a changing
area or lavatory, is not required. However, removal of an incapacitated
occupant from this area must be considered.
    (2) Any door between the sections must be shown to be openable when
crowded against, even when crowding occurs at each side of the door.
    (3) There may be no more than one door between any seat or berth
and the primary stairway exit.
    (4) There must be exit signs in each section that meet the
requirements of Sec.  25.812(b)(1)(i) at amendment 25-58 that direct
occupants to the primary stairway exit. An exit sign with reduced
background area, as described in Special Condition No. 4(a), may be
used to meet this requirement.
    (5) Special Conditions No. 5 (emergency illumination), No. 7 (aural
emergency alarm), No. 8 (fasten seat belt signal or return to seat
signal as applicable) and No. 10 (smoke and fire detection) must be met
both with the door open and the door closed.
    (6) Special Conditions No. 6 (two-way voice communication) and No.
9 (PBE and other equipment) must be met independently for each separate
section, except in lavatories or other small areas that are not
intended to be occupied for extended periods of time.
    15. Where a waste disposal receptacle is fitted, it must be
equipped with a built-in fire extinguisher designed to discharge
automatically upon occurrence of a fire in the receptacle.
    16. Materials, including finishes or decorative surfaces applied to
the materials, must comply with the flammability standards of Sec.
25.853 at amendment 25-66. Mattresses must comply with the flammability
standards of Sec.  25.853(b) and (c) at amendment 25-66.
    17. A lavatory within the LD-MCR compartment must meet the same
requirements as a lavatory installed on the main deck, except with
regard to Special Condition No. 10 for smoke detection.
    18. When a LD-MCR compartment is installed or enclosed as a
removable module in part of a cargo compartment or is located directly
adjacent to a cargo compartment without an intervening cargo
compartment wall, the following conditions apply:
    a. Any wall of the LD-MCR compartment, which forms part of the
boundary of the reduced cargo compartment and is subject to direct
flame impingement from a fire in the cargo compartment, and any
interface

item between the LD-MCR compartment and the airplane structure or
systems must meet the applicable requirements of Sec.  25.855 at
amendment 25-60.
    b. Means must be provided to ensure that the fire protection level
of the cargo compartment meets the applicable requirements of
Sec. Sec.  25.855 at amendment 25-60; 25.857 at amendment 25-60; and
25.858 at amendment 25-54 when the LD-MCR compartment is not installed.
    c. Use of each emergency evacuation route must not require
occupants of the LD-MCR compartment to enter the cargo compartment in
order to return to the passenger compartment.
    d. The aural emergency alarm specified in Special Condition No. 7
must sound in the LD-MCR compartment in the event of a fire in the
cargo compartment.
    19. Means must be provided to prevent access into the Class C cargo
compartment, whether or not the LD-MCR is installed, during all
airplane flight operations and to ensure that the maintenance door is
closed and secured during all airplane flight operations.
    20. All enclosed stowage compartments within the LD-MCR compartment
that are not limited to stowage of emergency equipment or airplane
supplied equipment (i.e., bedding), must meet the design criteria given
in the table below. As indicated in the table, enclosed stowage
compartments larger than 200 ft\3\ in interior volume are not addressed
by this Special Condition. The in-flight accessibility of very large
enclosed stowage compartments and the subsequent impact on the
crewmembers' ability to effectively reach any part of the compartment
with the contents of a hand fire extinguisher will require additional
fire protection considerations similar to those required for
inaccessible compartments such as Class C cargo compartments.

----------------------------------------------------------------------------------------------------------------
                                                        Stowage compartment interior volumes
     Fire protection features      -----------------------------------------------------------------------------
                                       Less than 25 ft\3\       25 ft\3\ to 57 ft\3\      57 ft\3\ to 200 ft\3\
----------------------------------------------------------------------------------------------------------------
Materials of Construction \1\.....  Yes.....................  Yes.....................  Yes.
Detectors \2\.....................  No......................  Yes.....................  Yes.
Liner \3\.........................  No......................  No......................  Yes.
Location Detector \4\.............  No......................  Yes.....................  Yes.
----------------------------------------------------------------------------------------------------------------
\1\ Material: The material used to construct each enclosed stowage compartment must at least be fire resistant
  and must meet the flammability standards established for interior components per the requirements of Sec.
  25.853. For compartments less than 25 ft\3\ in interior volume, the design must ensure the ability to contain
  a fire likely to occur within the compartment under normal use.
\2\ Detectors: Enclosed stowage compartments equal to or exceeding 25 ft\3\ in interior volume must be provided
  with a smoke or fire detection system to ensure that a fire can be detected within a one-minute detection
  time. Flight tests must be conducted to show compliance with this requirement. Each system (or systems) must
  provide:
(a) A visual indication in the flight-deck within one minute after the start of a fire;
(b) An aural warning in the crew rest compartment; and
(c) A warning in the main passenger cabin. This warning must be readily detectable by a flight attendant, taking
  into consideration the positioning of flight attendants throughout the main passenger compartment during
  various phases of flight.
\3\ Liner: If it can be shown that the material used to construct the stowage compartment meets the flammability
  requirements of a liner for a Class B cargo compartment, no liner would be required for enclosed stowage
  compartments equal to or greater than 25 ft\3\ but less than 57 ft\3\ in interior volume. For all enclosed
  stowage compartments equal to or greater than 57 ft\3\ but less than or equal to 200 ft\3\ in interior volume,
  a liner must be provided that meets the requirements of Sec.   25.855 at amendment 25-60 for a Class B cargo
  compartment.
\4\ Location Detector: LD-MCR compartments that contain enclosed stowage compartments with an interior volume
  that exceeds 25 ft\3\ and are located away from one central location, such as the entry to the LD-MCR
  compartment or a common area within the LD-MCR compartment, would require additional fire protection features
  or devices to assist the firefighter in determining the location of a fire.

    Issued in Des Moines, Washington, on May 31, 2019.
Paul Siegmund,
Acting Manager, Transport Standards Branch, Policy and Innovation
Division, Aircraft Certification Service.
[FR Doc. 2019-11957 Filed 6-6-19; 8:45 am]
 BILLING CODE 4910-13-P


[Federal Register: November 7, 2007 (Volume 72, Number 215)]
[Proposed Rules]
[Page 62809-62811]
[DOCID:fr07no07-25]

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ENVIRONMENTAL PROTECTION AGENCY

40 CFR Part 52

[EPA-R03-OAR-2007-0215; FRL-8493-3]

Approval and Promulgation of Air Quality Implementation Plans;
West Virginia; 110(a)(1) 8-Hour Ozone Maintenance Plan and Amendments
to the 1-Hour Ozone Maintenance Plan

AGENCY: Environmental Protection Agency (EPA).

ACTION: Proposed rule.

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

SUMMARY: EPA is proposing to approve State Implementation Plan (SIP)
revisions submitted by West Virginia. These revisions pertain to: the
maintenance plan prepared by West Virginia to maintain the 8-hour
national ambient air quality standard (NAAQS) for ozone in Greenbrier
County, which is designated attainment for the ozone NAAQS; and two
amendments to the existing 1-hour ozone maintenance plan, which include
(a) removal of the obligation to submit a maintenance plan for the 1-
hour NAAQS eight years after approval of the initial 1-hour maintenance
plan, and (b) removal of the State's obligation to implement
contingency measures upon a violation of the 1-hour NAAQS. The purpose
of this proposed approval is to ensure Federal enforceability of the
state air program plan and to maintain consistency between the State-
adopted plan and the approved SIP. This action is being taken under the
Clean Air Act (CAA).

DATES: Written comments must be received on or before December 7, 2007.

ADDRESSES: Submit your comments, identified by Docket ID Number EPA-
R03-OAR-2007-0215, by one of the following methods:
    A. http://www.regulations.gov. Follow the on-line instructions for

submitting comments.
    B. E-mail<EMAIL_ADDRESS>    C. Mail: EPA-R03-OAR-2007-0215, Marilyn Powers, Acting Branch
Chief, Air Quality Planning Branch, Mailcode 3AP21, U.S. Environmental
Protection Agency, Region III, 1650 Arch Street, Philadelphia,
Pennsylvania 19103.
    D. Hand Delivery: At the previously-listed EPA Region III address.
Such deliveries are only accepted during the Docket's normal hours of
operation, and special arrangements should be made for deliveries of
boxed information.
    Instructions: Direct your comments to Docket ID No. EPA-R03-OAR-
2007-0215. EPA's policy is that all comments received will be included
in the public docket without change, and may be made available online
at http://www.regulations.gov, including any personal information provided,

unless the comment includes information claimed to be Confidential
Business Information (CBI) or other information whose disclosure is
restricted by statute. Do not submit information that you consider to
be CBI or otherwise protected through http://www.regulations.gov or e-mail.

The http://www.regulations.gov Web site is an ``anonymous access'' system,

which means EPA will not know your identity or contact information
unless you provide it in the body of your comment. If you send an e-
mail comment directly to EPA without going through http://www.regulations.gov,

your e-mail address will be automatically captured and included as part
of the comment that is placed in the public docket and made available
on the Internet. If you submit an electronic comment, EPA recommends
that you include your name and other contact information in the body of
your comment and with any disk or CD-ROM you submit. If EPA cannot read
your comment due to technical difficulties and cannot contact you for
clarification, EPA may not be able to consider your comment. Electronic
files should avoid the use of special characters, any form of
encryption, and be free of any defects or viruses.
    Docket: All documents in the electronic docket are listed in the
http://www.regulations.gov index. Although listed in the index, some

information is not publicly available, i.e., CBI or other information
whose disclosure is restricted by statute. Certain other material, such
as copyrighted material, is not placed on the Internet and will be
publicly available only in hard copy form. Publicly available docket
materials are available either electronically in http://www.regulations.gov or

in hard copy during normal business hours at the Air Protection
Division, U.S. Environmental Protection Agency, Region III, 1650 Arch
Street, Philadelphia, Pennsylvania 19103. Copies of the State submittal
are available at the West Virginia Department of Environmental
Protection, Division of Air Quality, 601 57th Street SE., Charleston,
West Virginia 25304.

FOR FURTHER INFORMATION CONTACT: Irene Shandruk,<PHONE_NUMBER>, or by
e-mail at<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION: On November 29, 2006, the West Virginia
Department of Environmental Protection (WVDEP) submitted a revision to
its State Implementation Plan (SIP) for

approval of the section 110(a)(1) 8-hour Ozone Maintenance Plan for
Greenbrier County, West Virginia, and for concurrent approval of two
amendments to the existing 1-hour ozone maintenance plan.

I. Background

    Section 110(a)(1) of the Clean Air Act (CAA) requires, in part,
that states submit to EPA plans to maintain any NAAQS promulgated by
EPA. EPA interprets this provision to require that areas that were
maintenance areas for the 1-hour ozone NAAQS but attainment for the 8-
hour ozone NAAQS submit a plan to demonstrate the continued maintenance
of the 8-hour ozone NAAQS. EPA established June 15, 2007, three years
after the effective date of the initial 8-hour ozone designations, as
the deadline for submission of plans for these areas.
    On May 20, 2005, EPA issued guidance that applies, in part, to
areas that are designated attainment/unclassifiable for the 8-hour
ozone standard and that had an approved 1-hour ozone maintenance plan.
The purpose of the guidance, referred to as section 110(a)(1) guidance,
is to assist the states in the development of a SIP which addresses the
maintenance requirements found in section 110(a)(1) of the CAA. There
are five components of the section 110(a)(1) maintenance plan which
are: (1) An attainment inventory, which is based on actual typical
summer day emissions of volatile organic compounds (VOCs) and oxides of
nitrogen (NOX) for a ten-year period from a base year as
chosen by the state; (2) a maintenance demonstration which shows how
the area will remain in compliance with the 8-hour ozone standard for
10 years after the effective date of designations (June 15, 2004); (3)
a commitment to continue to operate air quality monitors; (4) a
contingency plan that will ensure that a violation of the 8-hour ozone
NAAQS is promptly addressed; and (5) an explanation of how the State
will track the progress of the maintenance plan.

II. Summary of SIP Revision

    The WVDEP 8-hour ozone maintenance plan addresses the components of
the section 110(a)(1) 8-hour ozone maintenance plan as outlined in
EPA's May 20, 2005 guidance. West Virginia has requested approval of
its 8-hour ozone maintenance plan for Greenbrier County, as well as
concurrent approval of two amendments to its existing 1-hour ozone
maintenance plan.
    Emissions Inventory: An emissions inventory is an itemized list of
emission estimates for sources of air pollution in a given area for a
specified time period. WVDEP has provided a comprehensive and current
emissions inventory for NOX and VOCs. WVDEP has chosen to
use 2002 as the base year from which it will project emissions. The
maintenance plan also includes an explanation of the methodology used
for determining the anthropogenic (area and mobile sources) emissions.
There are no Title V point sources located in Greenbrier County, so a
2002 point source inventory was not compiled. The inventory is based on
emissions from a typical ozone season day. The term ``typical'' refers
to emissions being emitted during a typical weekday during the months
where ozone concentrations are typically the highest.
    Maintenance Demonstration and Tracking Progress: With regard to
demonstrating continued maintenance of the 8-hour ozone standard, West
Virginia projects that the total emissions from Greenbrier County will
decrease during the ten-year maintenance period. WVDEP has projected
emissions for 10 years from the effective date of initial designations,
or 2014. In 2002, the total anthropogenic emissions in Greenbrier
County were 7.7 tons/ozone season day for VOCs and 7.4 tons/ozone
season day for NOX. The projected 2014 anthropogenic
emissions from Greenbrier County are 7.0 tons/ozone season day for VOCs
and 4.9 tons/ozone season day for NOX. As such, the plan
demonstrates that, from an emissions projections standpoint, emissions
are projected to decrease.
    It is important to note that the formation of ozone is dependent on
a number of variables which cannot be estimated through emissions
growth and reduction calculations. A few of these variables include
weather and the transport of ozone precursors from outside the
maintenance area. In the Section 110(a)(1) maintenance plan, WVDEP had
indicated that the state will track the progress of the maintenance
plan by updating the emissions inventory for Greenbrier County
approximately every three years. The emissions inventory update will
include point, area, and mobile emissions. Information from these
future updates will be compared with the projected growth estimates for
the 2002 base inventory data to track maintenance of the standard.
    Ambient Monitoring: With regard to the ambient air monitoring
component of the maintenance plan, West Virginia commits to continue
operating air quality monitoring stations in accordance with 40 CFR
Part 58 throughout the maintenance period to verify maintenance of the
8-hour ozone standard, and will submit quality-assured ozone data to
EPA through the AIRS system.
    Contingency Measures: EPA interprets Section 110(a)(1) of the CAA
to require that the state develop a contingency plan that will ensure
that any violation of a NAAQS is promptly corrected. The purposes of
the contingency measures, as outlined in West Virginia's maintenance
plan, is to accordingly select and adopt one or more measures outlined
in the maintenance plan so as to assure continued attainment in the
event that a violation of the ozone NAAQS is measured. Violation of the
8-hour ozone standard would trigger one or more of the control measures
outlined in the plan.
    Approval of two amendments to West Virginia's existing 1-hour
maintenance plan has also been requested by WVDEP. Section 175A(b)
requires that maintenance plans be updated. The 1-hour maintenance plan
for Greenbrier County extends to 2005, but no update has been
developed. West Virginia identifies the most important reason for this
being that available resources are being devoted to attainment and
maintenance of the 8-hour standard since the 8-hour standard is
considered by the State to be more protective than the former 1-hour
standard upon which the current maintenance plan is based. As such,
West Virginia is amending this existing maintenance plan, which is
codified at 40 CFR 52.2420(e), for the Greenbrier County 1-hour
maintenance area by removing the State's obligation to submit a
maintenance plan for the 1-hour NAAQS eight years after approval of the
initial 1-hour maintenance plan, and is requesting approval of these
amendments.
    The WVDEP is requesting approval of the section 110(a)(1) 8-hour
ozone maintenance plan for Greenbrier County, West Virginia as a
revision to its SIP. This plan demonstrates how the State intends to
maintain the 8-hour NAAQS for ozone. Additionally, WVDEP requested that
pursuant to 40 CFR 51.905(e)(1), EPA concurrently approve two
amendments to the existing 1-hour ozone maintenance plan: (1) Removal
of the obligation to submit a maintenance plan for the 1-hour NAAQS 8
years after approval of the initial 1-hour maintenance plan; and (2)
removal of the State's obligation to implement contingency measures
upon a violation of the 1-hour NAAQS. West Virginia's SIP submittal
meets the CAA requirements for SIP submittals.

III. Proposed Action

    EPA's review of this material indicates that West Virginia has
addressed the components of a maintenance plan pursuant to EPA's May
20, 2005 guidance. EPA is proposing to approve the West Virginia SIP
revision for Greenbrier County, which was submitted on November 29,
2006. EPA is soliciting public comments on the issues discussed in this
document. These comments will be considered before taking final action.

IV. Statutory and Executive Order Reviews

    Under Executive Order 12866 (58 FR 51735, October 4, 1993), this
proposed action is not a ``significant regulatory action'' and
therefore is not subject to review by the Office of Management and
Budget. For this reason, this action is also not subject to Executive
Order 13211, ``Actions Concerning Regulations That Significantly Affect
Energy Supply, Distribution, or Use'' (66 FR 28355 (May 22, 2001)).
This action merely proposes to approve state law as meeting Federal
requirements and imposes no additional requirements beyond those
imposed by state law. Accordingly, the Administrator certifies that
this proposed rule will not have a significant economic impact on a
substantial number of small entities under the Regulatory Flexibility
Act (5 U.S.C. 601 et seq.). Because this rule proposes to approve pre-
existing requirements under state law and does not impose any
additional enforceable duty beyond that required by state law, it 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). This proposed rule also does not have a
substantial direct effect on one or more Indian tribes, on the
relationship between the Federal Government and Indian tribes, or on
the distribution of power and responsibilities between the Federal
Government and Indian tribes, as specified by Executive Order 13175 (65
FR 67249, November 9, 2000), nor will it have substantial direct
effects 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, as specified
in Executive Order 13132 (64 FR 43255, August 10, 1999), because it
merely proposes to approve a state rule implementing a Federal
requirement, and does not alter the relationship or the distribution of
power and responsibilities established in the CAA. This proposed rule
also is not subject to Executive Order 13045 (62 FR 19885, April 23,
1997), because it approves a state rule implementing a Federal
standard.
    In reviewing SIP submissions, EPA's role is to approve state
choices, provided that they meet the criteria of the CAA. In this
context, in the absence of a prior existing requirement for the State
to use voluntary consensus standards (VCS), EPA has no authority to
disapprove a SIP submission for failure to use VCS. It would thus be
inconsistent with applicable law for EPA, when it reviews a SIP
submission, to use VCS in place of a SIP submission that otherwise
satisfies the provisions of the CAA. Thus, the requirements of section
12(d) of the National Technology Transfer and Advancement Act of 1995
(15 U.S.C. 272 note) do not apply. As required by section 3 of
Executive Order 12988 (61 FR 4729, February 7, 1996), in issuing this
proposed rule, EPA has taken the necessary steps to eliminate drafting
errors and ambiguity, minimize potential litigation, and provide a
clear legal standard for affected conduct. EPA has complied with
Executive Order 12630 (53 FR 8859, March 15, 1988) by examining the
takings implications of the rule in accordance with the ``Attorney
General's Supplemental Guidelines for the Evaluation of Risk and
Avoidance of Unanticipated Takings'' issued under the executive order.
    This action proposing approval of the section 110(a)(1) 8-hour
Ozone Maintenance Plan for Greenbrier County, West Virginia, and for
concurrent approval of two amendments to the existing 1-hour ozone
maintenance plan does not impose an information collection burden under
the provisions of the Paperwork Reduction Act of 1995 (44 U.S.C. 3501
et seq.).

List of Subjects in 40 CFR Part 52

    Environmental protection, Air pollution control, Nitrogen dioxide,
Ozone, Reporting and Recordkeeping, Volatile organic compounds.

    Authority: 42 U.S.C. 7401 et seq.

    Dated: October 29, 2007.
Donald S. Welsh,
Regional Administrator, Region III.
 [FR Doc. E7-21866 Filed 11-6-07; 8:45 am]

BILLING CODE 6560-50-P


[Federal Register Volume 85, Number 68 (Wednesday, April 8, 2020)]
[Notices]
[Pages 19753-19754]
[FR Doc No: 2020-07374]

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

DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

[Docket No. IC20-14-000]

Commission Information Collection Activities (FERC-725T); Comment
Request; Extension

AGENCY: Federal Energy Regulatory Commission, Department of Energy.

ACTION: Notice of information collection and request for comments.

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

SUMMARY: In compliance with the requirements of the Paperwork Reduction
Act of 1995, the Federal Energy Regulatory Commission (Commission or
FERC) is soliciting public comment on the currently approved
information collection, FERC-725T, Mandatory Reliability Standards for
the Bulk-Power System: TRE Reliability Standards.

DATES: Comments on the collection of information are due June 8, 2020.

ADDRESSES: You may submit comments (identified by Docket No. IC20-14-
000) by either of the following methods:
     eFiling at Commission's Website: http://www.ferc.gov/docs-filing/efiling.asp.
     Mail/Hand Delivery/Courier: Federal Energy Regulatory
Commission, Secretary of the Commission, at Health and Human Services,
12225 Wilkins Avenue, Rockville, Maryland 20852.
    Instructions: All submissions must be formatted and filed in
accordance with submission guidelines at: http://www.ferc.gov/help/submission-guide.asp. For user assistance contact FERC Online Support
by email at<EMAIL_ADDRESS>or by phone at:<PHONE_NUMBER>
(toll-free).
    Docket: Users interested in receiving automatic notification of
activity in this docket or in viewing/downloading comments and
issuances in this docket may do so at http://www.ferc.gov/docs-filing/docs-filing.asp.

FOR FURTHER INFORMATION CONTACT: Ellen Brown may be reached by email at
<EMAIL_ADDRESS>telephone at<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

    Title: FERC-725T, Mandatory Reliability Standards for the Bulk-
Power System: TRE \1\ Reliability Standards.
---------------------------------------------------------------------------

    \1\ Texas Reliability Entity.
---------------------------------------------------------------------------

    OMB Control No.: 1902-0273.
    Type of Request: Three-year extension of the FERC-725T information
collection requirements with no changes to the current reporting
requirements.
    Abstract: TRE Reliability Standards apply to entities registered as
Generator Owners (GOs), Generator Operators (GOPs), and Balancing
Authorities (BAs) within the Texas Reliability Entity region.
    The information collection requirements entail the setting or
configuration of the Control System software, identification and
recording of events, data retention, and submitting frequency
measurable events to the compliance enforcement authority (Regional
Entity or NERC).
    Submitting frequency measurable events. The BA has to identify and
post information regarding Frequency Measurable Events (FME). Further,
the BA has to calculate and report to the Compliance Enforcement
Authority data related to Primary Frequency Response (PFR) performance
of each generating unit/generating facility.
    Data retention. The BA, GO, and GOP shall keep data or evidence to
show compliance, as identified below, unless directed by its Compliance
Enforcement Authority to retain specific evidence for a longer period
of time as part of an investigation. Compliance audits are generally
about three years apart.
     The BA shall retain a list of identified Frequency
Measurable Events and shall retain FME information since its last
compliance audit.
     The BA shall retain all monthly PFR performance reports
since its last compliance audit.
     The BA shall retain all annual Interconnection minimum
Frequency Response calculations, and related methodology and criteria
documents, relating to time periods since its last compliance audit.
     The BA shall retain all data and calculations relating to
the Interconnection's Frequency Response, and all evidence of actions
taken to increase the Interconnection's Frequency Response, since its
last compliance audit.
     Each GOP and GO shall retain evidence since its last
compliance audit.
    Type of Respondents: NERC Registered entities: Balancing
Authorities, Generator Owners, Generator Operators.
    Estimate of Annual Burden : \2\ The Commission estimates the annual
public reporting burden for the information collection as:
---------------------------------------------------------------------------

    \2\ Burden is defined as the total time, effort, or financial
resources expended by persons to generate, maintain, retain, or
disclose or provide information to or for a Federal agency. For
further explanation of what is included in the information
collection burden, reference 5 Code of Federal Regulations 1320.3.
    \3\ The figures for May 2018 posted by the Bureau of Labor
Statistics for the Utilities sector (available at http://www.bls.gov/oes/current/naics2_22.htm) and updated March 2019 for
benefits information (at http://www.bls.gov/news.release/ecec.nr0.htm). The hourly estimates for salary plus benefits are:
    --File Clerks (code 43-4071), $34.50.
    --Electrical Engineer (code 17-2071), $68.17.
    The average hourly burden cost for this collection is $51.34
[$34.50 + $68.17 = 51.335] and is rounded to $51.34.
    \4\ BA (balancing authority).
    \5\ BA (balancing authority), GO (generator owner), and GOP
(generator operator).

                            FERC-725T (Mandatory Reliability Standards for the Bulk-Power System: TRE Reliability Standards)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                        Annual number                                              Total annual burden
                                          Number of     of responses    Total number     Average burden & cost     hours & total annual      Cost per
                                         respondents   per respondent   of responses       per response \3\                cost           respondent ($)
                                                  (1)             (2)     (1) * (2) =  (4).....................  (3) * (4) = (5)........       (5) / (1)
                                                                                (3)
--------------------------------------------------------------------------------------------------------------------------------------------------------
Maintenance and Submission of Event             \4\ 1               1               1  16 hrs.; $821.44........  16 hrs.; $821.44.......          821.44
 Log Data.
Evidence Retention...................         \5\ 130               1             130  2 hrs.; 102.68..........  260 hrs.; 13,348.4.....          102.68
                                      ------------------------------------------------------------------------------------------------------------------
    Total............................  ..............  ..............             131  ........................  276 hrs.; 14,169.84....  ..............
--------------------------------------------------------------------------------------------------------------------------------------------------------

    Comments: Comments are invited on: (1) Whether the collection of
information is necessary for the proper performance of the functions of
the Commission, including whether the information will have practical
utility; (2) the accuracy of the agency's estimate of the burden and
cost of the collection of information, including the validity of the
methodology and assumptions used; (3) ways to enhance the quality,
utility and clarity of the information collection; and (4) ways to
minimize the burden of the collection of information on those who are
to respond, including the use of automated collection techniques or
other forms of information technology.

    Dated: April 1, 2020.
Kimberly D. Bose,
Secretary.
[FR Doc. 2020-07374 Filed 4-7-20; 8:45 am]
 BILLING CODE 6717-01-P