[Federal Register Volume 77, Number 96 (Thursday, May 17, 2012)]
[Notices]
[Pages 29335-29336]
[FR Doc No: 2012-11950]

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ENVIRONMENTAL PROTECTION AGENCY

[EPA-HQ-OPP-2011-0886; FRL-9517-4]

Agency Information Collection Activities; Submission to OMB for
Review and Approval; Comment Request; Application for New and Amended
Pesticide Registration

AGENCY: Environmental Protection Agency (EPA).

ACTION: Notice.

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SUMMARY: In compliance with the Paperwork Reduction Act (44 U.S.C. 3501
et seq.), this document announces that the following Information
Collection Request (ICR) has been forwarded to the Office of Management
and Budget (OMB) for review and approval: Application for New and
Amended Pesticide Registration; EPA ICR No. 0277.16, OMB Control No.
2070-0060. The ICR, which is abstracted below, describes the nature of
the information collection activity and its expected burden and costs.

DATES: Additional comments may be submitted on or before June 18, 2012.

ADDRESSES: Submit your comments, referencing Docket ID No. EPA-HQ-OPP-
2011-0886, to (1) EPA online using http://www.regulations.gov (our
preferred method), or by mail to: EPA Docket Center, Environmental
Protection Agency, Office of Pesticide Programs (OPP) Regulatory Public
Docket (28221T), 1200 Pennsylvania Ave. NW., Washington, DC 20460, and
(2) OMB by mail to: Office of Information and Regulatory Affairs,
Office of Management and Budget (OMB), Attention: Desk Officer for EPA,
725 17th Street NW., Washington, DC 20503.

FOR FURTHER INFORMATION CONTACT: Martha Shimkin, Field and External
Affairs Division (7506P), Office of Pesticide Programs, Environmental
Protection Agency, 1200 Pennsylvania Ave. NW., Washington, DC 20460-
0001; telephone number:<PHONE_NUMBER>; fax number:<PHONE_NUMBER>;
email address<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION: EPA has submitted the following ICR to OMB
for review and approval according to the procedures prescribed in 5 CFR
1320.12. On December 14, 2011 (76 FR 77817), EPA sought comments on
this ICR pursuant to 5 CFR 1320.8(d). EPA received 3 comments during
the comment period. Any additional comments on this ICR should be
submitted to EPA and OMB within 30 days of this notice.
    EPA has established a public docket for this ICR under Docket ID
No. EPA-HQ-OPP-2011-0886, which is available for online viewing at
http://www.regulations.gov, or in person viewing at the OPP Regulatory
Public Docket in the EPA Docket Center (EPA/DC), EPA West, Room 3334,
1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Reading
Room is open from 8 a.m. to 4:30 p.m., Monday through Friday, excluding
legal holidays. The telephone number for the Reading Room is 202-566-
1744.
    Use EPA's electronic docket and comment system at http://www.regulations.gov to submit or view public comments, access the index
listing of the contents of the docket, and to access those documents in
the docket that are available electronically. Once in the system,
select ``docket search,'' then key in the docket ID number identified
above. Please note that EPA's policy is that public comments, whether
submitted electronically or in paper, will be made available for public
viewing at http://www.regulations.gov as EPA receives them and without
change, unless the comment contains copyrighted material, confidential
business information (CBI), or other information whose public
disclosure is restricted by statute. For further information about the
electronic docket, go to http://www.regulations.gov.
    Title: Application for New and Amended Pesticide Registration.
    ICR Status: This is a request to renew an existing approved
collection. This ICR is scheduled to expire on July 31, 2012. Under OMB
regulations, the Agency may continue to conduct or sponsor the
collection of information while this submission is pending at OMB.
    Abstract: This ICR renewal will allow EPA to collect necessary data
to evaluate an application of a pesticide product as required under
Section 3 of the Federal Insecticide, Fungicide, and

Rodenticide Act (FIFRA), and the Federal Food, Drug, and Cosmetic Act
(FFDCA), as amended by the Food Quality Protection Act (FQPA) of August
3, 1996. Under FIFRA, EPA must evaluate pesticides thoroughly before
they can be marketed and used in the United States, to ensure that they
will not pose unreasonable adverse effects to human health and the
environment. Pesticides that meet this test are granted a license or
``registration'' which permits their distribution, sale and use
according to requirements set by EPA to protect human health and the
environment. The producer of the pesticide must provide data from tests
done according to EPA guidelines or other test methods that provide
acceptable data. These tests must determine whether a pesticide has the
potential to cause adverse effects on humans, wildlife, fish and
plants, including endangered species and non-target organisms, as well
as possible contamination of surface water or groundwater from
leaching, runoff and spray drift. EPA also must approve the language
that appears on each pesticide label. A pesticide product can only be
used according to the directions on the labeling accompanying it at the
time of sale, through its use and disposal.
    Responses to the collection of information are mandatory (see 40
CFR 152). Respondents may claim all or part of a notice as CBI. EPA
will disclose information that is covered by a CBI claim only to the
extent permitted by, and in accordance with, the procedures in 40 CFR
part 2.
    An Agency may not conduct or sponsor, and a person is not required
to respond to, a collection of information, unless it displays a
currently valid OMB control number. The OMB control numbers for EPA's
regulations in title 40 of the CFR, after appearing in the Federal
Register when approved, are listed in 40 CFR part 9, are displayed
either by publication in the Federal Register or by other appropriate
means, such as on the related collection instrument or form, if
applicable. The display of OMB control numbers in certain EPA
regulations is consolidated in 40 CFR part 9.
    Burden Statement: The annual public reporting and recordkeeping
burden for this collection of information is estimated to average from
14 to 840 hours per response. Burden means 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. This
includes the time needed to review instructions; develop, acquire,
install, and utilize technology and systems for the purposes of
collecting, validating, and verifying information, processing and
maintaining information, and disclosing and providing information;
adjust the existing ways to comply with any previously applicable
instructions and requirements which have subsequently changed; train
personnel to be able to respond to a collection of information; search
data sources; complete and review the collection of information; and
transmit or otherwise disclose the information.
    Respondents/Affected Entities: 1,683.
    Estimated Annual Number of Responses: 8,136.
    Frequency of Response: On occasion.
    Estimated Total Annual Hour Burden: 168,204.
    Estimated Total Annual Cost: $13,435,600, includes no annualized
capital or O&M costs.
    Changes in the estimates from the last approval: There is an annual
respondent burden increase of 92,024 hours as a result of 4,946
additional expected responses, primarily from ``Type B'' activities
that involve a registrant or applicant assembling and submitting an
application for registration of a new or amended product that contains
a currently registered active ingredient. The increase reflects the
Agency's tracking of information collected under FIFRA section 3 over
the past three years, including increased responses for labeling or
labeling amendments. This change is an adjustment.

John Moses,
Director, Collection Strategies Division.
[FR Doc. 2012-11950 Filed 5-16-12; 8:45 am]
BILLING CODE 6560-50-P


Facility Name Permit No Location City County Name Mailing Address 1 Mailing Address 2 Mailing Address 3 Mailing City Mailing State Mailing Zip5 Amerada Hess Corporation  Chesapeake VA0053082 Chesapeake Chesapeake City 1 Hess Plaza Woodbridge NJ 07095 ConocoPhillips  Manassas Terminal VA0087858 Manassas Prince William County 10315 Balls Ford Rd Manassas VA 22110 BP Products North America Inc VA0054577 Montvale Bedford County 1070 Oil Terminal Rd Montvale VA 24122 Stanley Petroleum Products Incorporated VA0054461 Orange Orange County 12616 Greengate Rd Fredericksburg VA 22407 Southern States Culpeper Petroleum Cooperative VA0085723 Culpeper Culpeper County 15297 Brandy Rd Culpeper VA 22701 Transmontaigne Terminaling Inc Atlantic VA0026051 Montvale Bedford County 200 Mansell Court East Suite 600 ROSWELL GA 30076 TransMontaigne Terminaling Inc  Piedmont VA0051446 Montvale Bedford County 200 Mansell Court East Suite 600 Roswell GA 30076 TransMontaigne Product Services Inc

Terminal 1 VA0023272 Chesapeake Chesapeake City 200 Mansell Ct E Ste 600 Roswell GA 30076 TransMontaigne Product Services Inc

Terminal 2 VA0053074 Chesapeake Chesapeake City 200 Mansell Ct E, Ste 600 Roswell GA 30076 US Marine Corps  Quantico  NREAB Industrial VA0002151 Quantico Prince William County 3250 Catlin Avenue Quantico Marine Corps Base Quantico VA 22134 Kinder Morgan Operating LP  Bickerstaff Road VA0029165 Henrico Henrico County 3302 Deepwater Terminal Rd Richmond VA 23234 Kinder Morgan Operating LP  Deepwater Terminal VA0086151 Richmond Richmond City 3302 Deepwater Terminal Rd Richmond VA 23234 Motiva Enterprises  Pickett Road VA0002283 Fairfax Fairfax County 3800 Pickett Rd Fairfax VA 22031 Flint Hills Resources LP VA0058378 Richmond Richmond City 4110 Deepwater Terminal Rd Richmond VA 23234 ExxonMobil Oil Corporation  Chesapeake Terminal VA0053911 Chesapeake Chesapeake City 4115 Buell Street Chesapeake VA 23324 Apex Oil Company  Chesapeake Terminal Division VA0053473 Chesapeake Chesapeake City 428 Barnes Road Chesapeake VA 23324 PAPCO Incorporated  Hunt Bulk Plant VA0091138 Hampton Hampton City 4920 Southern Blvd Virginia Beach VA 23466 Dominion Virginia Power  Darbytown VA0086380 Richmond Henrico County 5000 Dominion Blvd Glen Allen VA 23060 Motiva Enterprises LLC  Roanoke VA0001431 Roanoke Roanoke County 5280 Terminal Rd SW Nashville TN 37209 Marathon Ashland  Roanoke Terminal VA0086541 Roanoke Roanoke County 539 South Main St Findlay OH 45840 IMTT  Richmond West VA0055409 Richmond Henrico County 5500 Old Osborne Tpke Richmond VA 23231 IMTT  Richmond East VA0054291 Richmond Richmond City 5500 Old Osbourne Tpke Richmond VA 23231 Motiva Richmond Terminal VA0005720 Richmond Richmond City 5801 Jefferson Davis Hwy Richmond VA 23234 Center Terminal Company  Norfolk VA0058572 Chesapeake Chesapeake City 600 Mason Ridge Ctr Dr 2nd Fl St Louis MO 63141 Koch Materials Company VA0055832 Newport News Newport News City 801 Terminal Ave Newport News VA 23607 Motiva Enterprises Limited Liability Corporation VA0001988 Newington Fairfax County 8206 Terminal Rd Newington VA 22122 US Navy  Norfolk Naval Base  Sewells Point VA0004421 Norfolk Norfolk City 9742 Maryland Ave Public Works Ctr Norfolk VA 23511 US Navy  Craney Island  Fuel Terminal VA0005487 Portsmouth Portsmouth City 9742 Maryland Ave Norfolk VA 23511 Shell Oil Company Richmond Plant VA0004065 Oak Brook Outside VA Douglas J. Weimer, PG c/ o Equiva Services LLC 3800 Pickett Road Fairfax VA 22031 Exxon  Newington Bulk Terminal VA0001945 Newington Fairfax County Exxon Mobil Refining and Supply Company 8200 Terminal Rd PO Box 1060 Newington VA 22122 Fairfax Terminal Complex VA0001872 Fairfax Fairfax City Joint Basin Corporatiom Fairfax Terminal Complex 9601 Colonial Ave Fairfax VA 22031 Sentry Services Incorporated  Suffolk VA0086134 Suffolk Suffolk City PO Box 1080 Suffolk VA 23434 Atlantic Energy Incorporated VA0074454 Chesapeake Chesapeake City PO Box 1156 Chesapeake VA 23327 Associated Asphalt Inc VA0001252 Roanoke Roanoke City PO Box 12626 Roanoke VA 24027 Augusta Petroleum Cooperative, Inc. VA0086738 Staunton Augusta County PO Box 1927 Staunton VA 24402 Crown Central Petroleum  Newington Terminal VA0054933 Newington Fairfax County PO Box 340 Newington VA 22122 Motiva Enterprises LLC  Montvale VA0001490 Montvale Bedford County PO Box 385 Montvale VA 24122 Quarles Petroleum  Newington VA0057380 Newington Fairfax County PO Box 5249 Fredericksburg VA 22403 Quarles Petroleum  Fredericksburg VA0029785 Fredericksburg Spotsylvania County PO Box 5249 Fredericksburg VA 22403 Charlottesville Oil Bulk Plant VA0051365 Charlottesville Albemarle County PO Box 6340 Charlottesville VA 22906 Virginia Oil  Charlottesville VA0087351 Charlottesville Albemarle County PO Box 7467 Charlottesville VA 22906 Citgo Petroleum Corporation  Chesapeake Terminal VA0054623 Chesapeake Chesapeake City PO Box 7566 Chesapeake VA 23324 S W Rawls Incorporated  Franklin VA0055841 Franklin Franklin City PO Box 777 Franklin VA 23851 Page 1


[Federal Register: March 25, 2008 (Volume 73, Number 58)]
[Proposed Rules]
[Page 15682-15685]
[DOCID:fr25mr08-14]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2008-0356; Directorate Identifier 2008-NM-042-AD]
RIN 2120-AA64

Airworthiness Directives; Bombardier Model DHC-8-400 Series
Airplanes

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

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) that applies to certain Bombardier Model DHC-8-400
series airplanes. The existing AD currently requires inspecting all
barrel nuts to determine if the barrel nuts have a certain marking,
inspecting affected bolts to determine if the bolts are pre-loaded
correctly, and replacing all hardware if the pre-load is incorrect. For
airplanes on which the pre-load is correct, the existing AD requires
doing repetitive visual inspections for cracking of the barrel nuts and
cradles and replacing all hardware for all cracked barrel nuts. The
existing AD also requires replacement of all hardware for certain
affected barrel nuts that do not have cracking, which would end the
repetitive inspections for those airplanes. The existing AD also
provides an optional replacement for all affected barrel nuts. This
proposed AD would require replacement of all affected barrel nuts. This
proposed AD results from reports of cracking in the barrel nuts at the
four primary front spar wing-to-fuselage attachment joints. We are
proposing this AD to detect and correct cracking of the barrel nuts at
the wing front spar wing-to-fuselage joints, which could result in
reduced structural integrity of the wing-to-fuselage attachments and
consequent detachment of the wing.

DATES: We must receive comments on this proposed AD by April 24, 2008.

ADDRESSES: You may send comments by any of the following methods:
     Federal eRulemaking Portal: Go to http://
www.regulations.gov. Follow the instructions for submitting comments.
     Fax:<PHONE_NUMBER>.
     Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
    For service information identified in this AD, contact Bombardier,
Inc., Bombardier Regional Aircraft Division, 123 Garratt Boulevard,
Downsview, Ontario M3K 1Y5, Canada.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://
www.regulations.gov; 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 proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone<PHONE_NUMBER>) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.

FOR FURTHER INFORMATION CONTACT: Pong Lee, Aerospace Engineer, Airframe
and Propulsion Branch, ANE-171, FAA, New York Aircraft Certification
Office, 1600 Stewart Avenue, Suite 410, Westbury, New York 11590;
telephone<PHONE_NUMBER>; fax<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Comments Invited

    We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2008-0356;
Directorate Identifier 2008-NM-042-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
    We will post all comments we receive, without change, to http://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.

Discussion

    On February 7, 2008, we issued AD 2008-04-02, amendment 39-15374
(73 FR 8187, February 13, 2008), for certain Bombardier Model DHC-8-400
series airplanes. That AD requires inspecting all barrel nuts to
determine if the barrel nuts have a certain marking, inspecting
affected bolts to determine if the bolts are pre-loaded correctly, and
replacing all hardware if the pre-load is incorrect. For airplanes on
which the pre-load is correct, that AD requires doing repetitive visual
inspections for cracking of the barrel nuts and cradles and replacing
all hardware for all cracked barrel nuts. That AD also requires
replacement of all hardware for certain affected barrel nuts that do
not have cracking, which would end the repetitive inspections for those
airplanes. That AD also provides an optional replacement for all
affected barrel nuts. That AD resulted from reports of cracking in the
barrel nuts at the four primary front spar wing-to-fuselage attachment
joints. We issued that AD to detect and correct cracking of the barrel
nuts at the wing front spar wing-to-fuselage joints, which could result
in reduced structural integrity of the wing-to-fuselage attachments and
consequent detachment of the wing.

Actions Since Existing AD Was Issued

    The preamble to AD 2008-04-02 explains that we consider the
requirements ``interim action'' and were considering further rulemaking
to require the replacement of all hardware for all barrel nuts
identified with a marking of LH7940T SPS 01. We now have determined
that further rulemaking is indeed necessary, and this proposed AD
follows from that determination.

FAA's Determination and Requirements of the Proposed AD

    These airplanes are manufactured in Canada and are type
certificated for operation in the United States under the provisions of
section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and
the applicable bilateral airworthiness agreement. Pursuant to this
bilateral airworthiness agreement, Transport Canada Civil Aviation
(TCCA) has kept the FAA informed of the situation described above. We
have examined the TCCA's findings, evaluated all pertinent information,
and determined that AD action is necessary for airplanes of this type
design that are certificated for operation in the United States.
    This proposed AD would supersede AD 2008-04-02 and would retain the
requirements of the existing AD. This proposed AD would also require
replacement of all affected barrel nuts.

Costs of Compliance

    This proposed AD would affect about 48 airplanes of U.S. registry.
    The actions that are required by AD 2008-04-02 and retained in this
proposed AD take about 3 work hours per airplane, at an average labor
rate of $80 per work hour. Based on these figures, the estimated cost
of the currently required actions is $11,520, or $240 per airplane, per
inspection cycle.
    Replacement of the hardware of a barrel nut, if required, will take
about 12 work hours per airplane, at an average labor rate of $80 per
work hour. Required parts will cost about $800 per airplane. Based on
these figures, we estimate the cost of a replacement to be $1,760 per
barrel nut.

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 have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 the proposed
regulation:
    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); 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.
    We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket. See the
ADDRESSES section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

    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]

    2. The Federal Aviation Administration (FAA) amends Sec.  39.13 by
removing amendment 39-15374 (73 FR 8187, February 13, 2008) and adding
the following new airworthiness directive (AD):

Bombardier, Inc. (Formerly de Havilland, Inc.): Docket No. FAA-2008-
0356; Directorate Identifier 2008-NM-042-AD.

Comments Due Date

    (a) The FAA must receive comments on this AD action by April 24,
2008.

Affected ADs

    (b) This AD supersedes AD 2008-04-02.

Applicability

    (c) This AD applies to Bombardier Model DHC-8-400, DHC-8-401,
and DHC-8-402 airplanes, certificated in any category; serial
numbers 4001 and 4003 through 4176 inclusive.

Unsafe Condition

    (d) This AD results from reports of cracking in the barrel nuts
at the four primary front spar wing-to-fuselage attachment joints.
We are issuing this AD to detect and correct cracking of the barrel
nuts at the wing front spar wing-to-fuselage joints, which could
result in reduced structural integrity of the wing-to-fuselage
attachments and consequent detachment of the wing.

Compliance

    (e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.

Restatement of Requirements of AD 2008-04-02

Inspections and Corrective Actions

    (f) Within 50 flight hours after February 13, 2008 (the
effective date of AD 2008-04-02), inspect all barrel nuts, part
number DSC228-16, to determine if the barrel nuts are identified
with a marking of LH7940T SPS 01. Inspect in accordance with the
Accomplishment Instructions of Bombardier Alert Service Bulletin
A84-57-19, Revision A, dated February 6, 2008.
    (1) If no barrel nuts are identified with a marking of LH7940T
SPS 01, no further actions are required by this paragraph.
    (2) If any barrel nut is found that is identified with a marking
of LH7940T SPS 01, before further flight, inspect the inboard and
outboard bolts to determine if the bolts are pre-loaded correctly.
Inspect in accordance with the Accomplishment Instructions of
Bombardier Alert Service Bulletin A84-57-19, Revision A, dated
February 6, 2008.
    (i) If the pre-load is incorrect (i.e., the ring can be
rotated), before further flight, replace all hardware at that
location in accordance with the Accomplishment Instructions of the
alert service bulletin.
    (ii) If the pre-load is correct, before further flight, do a
visual inspection for cracking of the barrel nuts and cradles in
accordance with the Accomplishment Instructions of the alert service
bulletin.
    (A) If no cracking of the barrel nut and cradle is found, do the
applicable action required by paragraph (g) of this AD.
    (B) If no cracking of the barrel nut is found and only cracking
of the cradle is found, no action is required by this paragraph
provided that the applicable corrective action specified in
paragraph (g) of this AD is done.
    (C) If any cracking of the barrel nut is found, before next
flight, replace all hardware only at that location in accordance
with the Accomplishment Instructions of the alert service bulletin.
    (g) For any barrel nuts on which no cracking of the barrel nut
was found during the inspection required by paragraph (f)(2)(ii) of
this AD, do the applicable corrective action specified in paragraph
(g)(1), (g)(2), (g)(3), (g)(4), or (g)(5) of this AD at the
compliance time specified in the applicable paragraph.
    (1) If four barrel nuts having no cracking are found, do the
actions specified in paragraphs (g)(1)(i), (g)(1)(ii), and
(g)(1)(iii) of this AD.
    (i) Within 50 flight hours after doing the inspection required
by paragraph (f)(2)(ii) of this AD, repeat the inspection specified
in paragraph (f)(2) of this AD. Thereafter, repeat the inspection at
intervals not to exceed 50 flight hours until the replacement
specified in paragraph (g)(1)(ii) of this AD is done.
    (ii) Within 100 flight hours after doing the inspection required
by paragraph (f)(2)(ii) of this AD, replace all hardware at the
left-hand outboard location and the right-hand outboard location in
accordance with the Accomplishment Instructions of Bombardier Alert
Service Bulletin A84-57-19, Revision A, dated February 6, 2008.
Replacing the barrel nuts on the outboard locations terminates the
requirement to do the repetitive inspections specified in paragraph
(g)(1)(i) of this AD.
    (iii) Within 100 flight hours after doing the replacement
required by paragraph (g)(1)(ii) of this AD, repeat the inspection
specified in paragraph (f)(2) of this AD for the remaining barrel
nuts identified with a marking of LH7940T SPS 01. Thereafter, repeat
the inspection at intervals not to exceed 100 flight hours until the
replacement of all hardware at those locations is done. Do the
inspection and replacement in accordance with the Accomplishment
Instructions of Bombardier Alert Service Bulletin A84-57-19,
Revision A, dated February 6, 2008.
    (2) If three barrel nuts having no cracking are found, do the
actions specified in paragraphs (g)(2)(i), (g)(2)(ii), and
(g)(2)(iii) of this AD.
    (i) Within 50 flight hours after doing the inspection required
by paragraph (f)(2)(ii) of this AD, repeat the inspection specified
in paragraph (f)(2) of this AD. Thereafter, repeat the inspection at
intervals not to exceed 50 flight hours until the replacement
specified in paragraph (g)(2)(ii) of this AD is done.
    (ii) Within 100 flight hours after doing the inspection required
by paragraph (f)(2)(ii) of this AD, replace all hardware for one
affected barrel nut at the outboard location, on the side with two
affected barrel nuts, in

accordance with the Accomplishment Instructions of Bombardier Alert
Service Bulletin A84-57-19, Revision A, dated February 6, 2008.
Replacing the barrel nut on the outboard location terminates the
requirement to do the repetitive inspections specified in paragraph
(g)(2)(i) of this AD.
    (iii) Within 100 flight hours after doing the replacement
required by paragraph (g)(2)(ii) of this AD, repeat the inspection
specified in paragraph (f)(2) of this AD for the remaining barrel
nuts identified with a marking of LH7940T SPS 01. Thereafter, repeat
the inspection at intervals not to exceed 100 flight hours until the
replacement of all hardware at those locations is done. Do the
inspection and replacement in accordance with the Accomplishment
Instructions of Bombardier Alert Service Bulletin A84-57-19,
Revision A, dated February 6, 2008.
    (3) If two barrel nuts having no cracking are found and both
nuts are on the same side, do the actions specified in paragraphs
(g)(3)(i), (g)(3)(ii), and (g)(3)(iii) of this AD.
    (i) Within 100 flight hours after doing the inspection required
by paragraph (f)(2)(ii) of this AD, repeat the inspection specified
in paragraph (f)(2) of this AD. Thereafter, repeat the inspection at
intervals not to exceed 100 flight hours until the replacement
specified in paragraph (g)(3)(ii) of this AD is done.
    (ii) Within 500 flight hours after doing the inspection required
by paragraph (f)(2)(ii) of this AD, replace all hardware for one
affected barrel nut at the outboard location that has two affected
barrel nuts in accordance with the Accomplishment Instructions of
Bombardier Alert Service Bulletin A84-57-19, Revision A, dated
February 6, 2008. Replacing the barrel nut on the outboard location
terminates the requirement to do the repetitive inspections
specified in paragraph (g)(3)(i) of this AD.
    (iii) Within 100 flight hours after doing the replacement
required by paragraph (g)(3)(ii) of this AD, repeat the inspection
specified in paragraph (f)(2) of this AD for the remaining barrel
nut identified with a marking of LH7940T SPS 01. Thereafter, repeat
the inspection at intervals not to exceed 100 flight hours until the
replacement of all hardware at that location is done. Do the
inspection and replacement in accordance with the Accomplishment
Instructions of Bombardier Alert Service Bulletin A84-57-19,
Revision A, dated February 6, 2008.
    (4) If two barrel nuts having no cracking are found and are on
opposite sides, within 100 flight hours after doing the inspection
required by paragraph (f)(2)(ii) of this AD, repeat the inspection
specified in paragraph (f)(2) of this AD. Thereafter, repeat the
inspection at intervals not to exceed 100 flight hours until the
replacement of all hardware at those locations is done. Do the
inspection and replacement in accordance with the Accomplishment
Instructions of Bombardier Alert Service Bulletin A84-57-19,
Revision A, dated February 6, 2008.
    (5) If one barrel nut having no cracking is found, within 100
flight hours after doing the inspection required by paragraph
(f)(2)(ii) of this AD, repeat the inspection specified in paragraph
(f)(2) of this AD. Thereafter, repeat the inspection at intervals
not to exceed 100 flight hours until the replacement of all hardware
at that location is done. Do the inspection and replacement in
accordance with the Accomplishment Instructions of Bombardier Alert
Service Bulletin A84-57-19, Revision A, dated February 6, 2008.

Actions Accomplished According to Previous Issue of Alert Service
Bulletin

    (h) Actions accomplished before February 13, 2008, in accordance
with Bombardier Alert Service Bulletin A84-57-19, dated February 1,
2008, are acceptable for compliance with the corresponding actions
specified in this AD.

Actions Accomplished According to Bombardier Alert Service Bulletin
A84-57-18

    (i) For airplanes on which the actions specified in Bombardier
Alert Service Bulletin A84-57-18, dated January 16, 2008, were
accomplished before February 13, 2008 and on which no barrel nuts
were found that were identified with a marking of LH7940T SPS 01: No
further action is required by this AD.

Parts Installation

    (j) As of February 13, 2008, no person may install a barrel nut,
part number DSC228-16, identified with a marking of LH7940T SPS 01,
on any airplane.

New Requirement of This AD

Replacement of All Affected Barrel Nuts

    (k) For airplanes on which barrel nuts are inspected in
accordance with paragraph (g)(1)(iii), (g)(2)(iii), (g)(3)(iii),
(g)(4), or (g)(5) of this AD: Within 3,000 flight hours after the
effective date of this AD, replace all hardware for all remaining
barrel nuts, part number DSC228-16, identified with a marking of
LH7940T SPS 01. Do the replacement in accordance with the
Accomplishment Instructions of Bombardier Alert Service Bulletin
A84-57-19, Revision A, dated February 6, 2008. Replacement of all
hardware for all affected barrel nuts constitutes terminating action
for this AD.

Special Flight Permit

    (l) Special flight permits, as described in Section 21.197 and
Section 21.199 of the Federal Aviation Regulations (14 CFR 21.197
and 21.199), may be issued to operate the airplane to a location
where the requirements of this AD can be accomplished but
concurrence by the Manager, New York Aircraft Certification Office,
FAA, is required prior to issuance of the special flight permit.
Before using any approved special flight permits, notify your
appropriate principal inspector (PI) in the FAA Flight Standards
District Office (FSDO), or lacking a PI, your local FSDO. Special
flight permits may be permitted provided that the conditions
specified in paragraph (l)(1), (l)(2), (l)(3), (l)(4), and (l)(5) of
this AD are met.
    (1) Both the right-hand side and left-hand side of the airplane
must have at least one barrel nut that is not within the suspect
batch (i.e., barrel nut is not identified with a marking of LH7940T
SPS 01). The barrel nuts that are not within the suspect batch must
be in good working condition (i.e., no cracking of the barrel nut).
    (2) No passengers and no cargo are onboard.
    (3) Airplane must operate in fair weather conditions with a low
risk of turbulence.
    (4) Airplane must operate with reduced airspeed. For further
information, contact Bombardier, Q Series 24 Hour Service Customer
Response Center, at: Tel: 1-416-375-4000; Fax: 1-416-375-4539; E-
mail<EMAIL_ADDRESS>    (5) All of the conditions specified in paragraphs (l)(1),
(1)(2), (l)(3), and (l)(4) of this AD are on a case by case basis.
Contact your appropriate principal inspector (PI) in the FAA Flight
Standards District Office (FSDO), or lacking a PI, your local FSDO,
for assistance.

Alternative Methods of Compliance (AMOCs)

    (m)(1) The Manager, New York Aircraft Certification Office, FAA,
has the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19.
    (2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.

Related Information

    (n) Canadian emergency airworthiness directive CF-2008-11, dated
February 5, 2008.

    Issued in Renton, Washington, on March 17, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.

 [FR Doc. E8-6054 Filed 3-24-08; 8:45 am]

BILLING CODE 4910-13-P


[Federal Register Volume 78, Number 116 (Monday, June 17, 2013)]
[Rules and Regulations]
[Pages 36084-36089]
[FR Doc No: 2013-14322]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 25

[Docket No. FAA-2013-0453; Special Conditions No. 25-489-SC]

Special Conditions: The Boeing Company, Model 717-200 Series
Airplanes; Seats With Inflatable Lapbelts

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final Special Condition; Request for Comments.

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

SUMMARY: These special conditions are issued for the Boeing Model 717-
200 series airplanes. These airplanes will have a novel or unusual
design feature

associated with seats with inflatable lapbelts. 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: The effective date of these special conditions is June 12, 2013.
We must receive your comments by August 1, 2013.

ADDRESSES: Send comments identified by docket number FAA-2013-0453
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 8 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 Web site, 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), as well as at http://DocketsInfo.dot.gov/ gov/.
    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 the 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, FAA, Airframe and Cabin
Safety Branch, ANM-115, Transport Airplane Directorate, Aircraft
Certification Service, 1601 Lind Avenue SW., Renton, Washington 98057-
3356; telephone<PHONE_NUMBER>; facsimile<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION: The FAA has determined that notice of, and
opportunity for prior public comment on, these special conditions are
unnecessary because the substance of these special conditions has been
subject to the public comment process in several prior instances with
no substantive comments received. The FAA therefore finds that good
cause exists for making these special conditions effective upon
issuance.

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

Model 717-200 Series Airplanes

    On January 15, 2013, The Boeing Company (referred to as ``Boeing''
after this point) applied for a change to Type Certificate No. A6WE to
install inflatable lapbelts on Boeing Model 717-200 series airplanes.
The Model 717-200 series airplanes are narrow body airplanes with twin-
jet rear-mounted engines. They are equipped with two Rolls-Royce
Deutschland Ltd & Co KG BR700-715A1-30 or BR700-715C1-30 engines. The
maximum takeoff weight is 121,000 pounds/154,885 kilograms. They have a
134 passenger and 6 crew member capacity.
    The Model 717-200 series airplanes will use inflatable lapbelts,
which are designed to limit the forward excursion of occupants in the
event of an accident. This will reduce the potential for head injury,
thereby reducing the head injury criteria (HIC) measurement. Inflatable
lapbelts behave similarly to automotive inflatable airbags, but in
these airplanes, the airbags are integrated into the lapbelts and they
inflate away from the seated occupants. While inflatable airbags are
now standard in the automotive industry, the use of inflatable lapbelts
is novel for commercial aviation.

Regulatory Requirements Applicable to Model 717-200 Series Airplanes

    Title 14, Code of Federal Regulations (14 CFR) 121.311(j) requires
that no person may operate a transport category airplane type
certificated after January 1, 1958, and manufactured on or after
October 27, 2009, in passenger-carrying operations, after October 27,
2009, unless all passenger and flight attendant seats on an airplane
operated under part 121 rules meet the requirements of Sec.  25.562 in
effect on or after June 16, 1988.
    The Boeing Model 717-200 series airplanes are required to show
compliance with certain aspects of Sec.  25.562 as specified per Type
Certificate Data Sheet (TCDS) A6WE. But Boeing Model 717-200 series
airplanes manufactured on or after October 27, 2009, operated under
part 121 must meet all of the requirements of Sec.  25.562 for
passenger and flight attendant seats. Thus, it is in the interest of
installers to show full compliance to Sec.  25.562, so that an operator
under part 121 may be able to use the airplanes without having to do
additional certification work. Also, some foreign civil airworthiness
authorities have invoked these same operator requirements in the form
of airworthiness directives.
    Section 25.785 requires that occupants be protected from head
injury by either ensuring that any object that could injure them is
outside the striking radius of their heads or adding padding.
Traditionally, this has required seats to be set back so that
occupants' heads are 35 inches from any bulkhead or other rigid
interior feature. If this is not practical, specified types of padding
must be added. The relative effectiveness of these means of injury
protection was not quantified. Amendment 25-64 to 14 CFR part 25,
specifically Sec.  25.562, created a new standard that quantifies
required head injury protection.
    Section 25.562 requires that for seat and restraint systems,
applicants must use dynamic tests or analysis to demonstrate that
persons do not suffer serious head injury under specific conditions.
Section 25.562 also requires that protection must be provided or the
seat must be designed so that the head impact does not exceed a HIC of
1,000 units. While the test conditions described for HIC are detailed
and specific, it is the intent of the requirement that an adequate
level of head injury protection be provided for passengers in a severe
crash.
    Because Sec. Sec.  25.562 and 25.785 and associated guidance do not
adequately

address seats with inflatable lapbelts, the FAA recognizes that
appropriate pass/fail criteria need to be developed that do fully
address the safety concerns specific to occupants of these seats.

Advantages of Inflatable Lapbelts

    Inflatable lapbelts have two potential advantages over other means
of head-impact protection. First, they can provide significantly
greater protection than energy-absorbing pads, and, second, they can
provide essentially equivalent protection for all occupants, regardless
of stature. These are significant advantages from a safety standpoint,
because inflatable lapbelts will likely provide a level of safety that
exceeds the minimum standards of the Code of Federal Regulations.
Conversely, inflatable lapbelts in general are active systems and must
be relied upon to activate properly when needed, as opposed to energy-
absorbing pads or upper torso restraints that are passive and always
available. Therefore, the potential advantages must be balanced against
this and other potential disadvantages to develop standards for this
design feature.

Unique Concerns for Inflatable Lapbelts in Airplanes

    While the automotive industry has extensive experience
demonstrating the benefits of using inflatable airbags, the airplane
environment presents unique and additional challenges. From the
standpoint of a passenger safety system, inflatable lapbelts are unique
in that they are both active and entirely autonomous devices. In
automobiles, airbags are a supplemental system and work in conjunction
with upper torso restraints. In airplanes, inflatable lapbelts are the
sole means of injury protection for occupants, i.e., they are not used
in conjunction with additional restraints. In addition, automobile
crash events have more definable beginnings and ends, and they do not
typically last as long as aviation crash events, which can simplify the
activation logic.
    The airplane-operating environment is also quite different from
that of automobiles in terms of both the interior design and the
exterior environment in which the airplane operates. Airplane cabin
furnishings potentially receive greater wear and tear and unanticipated
abuse conditions (for example, because of galley loading and damage
from passenger baggage). Airplanes also operate at altitudes where
exposure to high-intensity radiomagnetic fields (HIRF) could affect the
lapbelts' activation system.
    The FAA considers inflatable lapbelts to have two primary safety
concerns: first, that they perform properly under foreseeable operating
conditions, and second, that they do not perform (i.e., activate) in a
manner or at times that would result in a hazard to the airplane or
occupants. This latter point has the potential to be the more rigorous
of the requirements, owing to the active nature of the system. The
discussion below addresses how these special conditions address the
specific issues raised by these two general concerns.

Type Certification Basis

    Under the provisions of Sec.  21.101 Boeing must show that the
Model 717-200 series airplanes, as changed, continue to meet the
applicable provisions of the regulations incorporated by reference in
Type Certificate No. A6WE or the applicable regulations in effect on
the date of application for the change. The regulations incorporated by
reference in the type certificate are commonly referred to as the
``original type certification basis.'' The regulations incorporated by
reference in Type Certificate No. A6WE are as follows: part 25 of the
Federal Aviation Regulations as amended by Amendments 25-1 through 25-
82, except where superseded. The U.S. type certification basis for the
Model 717-200 series airplanes is established in accordance with 14 CFR
21.29 and 21.17 and the type certification application date. The U.S.
type certification basis is listed in Type Certificate No. A6WE.
    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 Boeing Model 717-200 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 type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, the special conditions would also apply to the
other model.
    In addition to the applicable airworthiness regulations and special
conditions, the Model 717-200 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 Boeing Model 717-200 series airplanes will incorporate the
following novel or unusual design features: inflatable lapbelts on
certain seats of the Model 717-200 series airplanes to reduce the
potential for head injury in the event of an accident. Inflatable
lapbelts work similarly to automotive airbags, except the airbags are
integrated with the lapbelts of the restraint system.
    The CFR states the performance criteria for head injury protection
in objective terms. However, none of these criteria are adequate to
address the specific issues raised concerning seats with inflatable
lapbelts. The FAA has therefore determined that, in addition to the
requirements of part 25, special conditions are needed to address
requirements particular to installation of seats with inflatable
lapbelts.
    Accordingly, in addition to the passenger injury criteria specified
in Sec.  25.785, these special conditions are proposed for the Boeing
Model 717-200 series airplanes equipped with inflatable lapbelts. Other
conditions may be developed, as needed, based on further FAA review and
discussions with the manufacturer and civil aviation authorities.

Discussion

    The FAA considers inflatable lapbelts to have two primary safety
concerns: first, that they perform properly under foreseeable operating
conditions, and second, that they do not perform (i.e., activate) in a
manner or at times that would result in a hazard to the airplane or
occupants.

Effective for Wide Range of Occupants

    Inflatable lapbelts should be effective for a wide range of
occupants. The FAA has historically considered the range from the fifth
percentile female to the ninety-fifth percentile male as the range of
occupants that must be taken into account. In this case, the FAA is
proposing consideration of a broader range of occupants, due to the
nature of the lapbelt installation and its close proximity to the
occupant. In a similar vein, these persons could have assumed the brace
position for accidents in which an impact is anticipated. Test data
indicate that occupants in the brace position do not require
supplemental protection, and so it would not be necessary to show that
inflatable lapbelts will enhance the brace position.

However, the inflatable lapbelts must not introduce any hazards when
they deploy into seated, braced occupants.
    Another area of concern is children in these seats whether lap-
held, in approved child safety seats, or occupying the seat directly.
Although specifically prohibited by the FAA operating regulations, the
use of the supplementary loop belt (``belly belt'') may be required by
other civil aviation authorities, and should also be considered with
the end goal of meeting those regulations. Similarly, if the seat is
occupied by a pregnant woman, the installation needs to address such
usage, either by demonstrating that it will function properly, or by
adding appropriate limitation on usage.

No Resulting Hazards From Proper Functioning

    To be an effective safety system, inflatable lapbelts must function
properly and must not introduce any additional hazards to occupants as
a result of their functioning. There are several areas where inflatable
lapbelts differ from traditional occupant protection systems and
require special conditions to ensure adequate performance.
    Inflatable lapbelts are essentially single-use devices. As a
result, they could potentially deploy under crash conditions that are
not sufficiently severe as to require head injury protection from the
inflatable lapbelts. Since crashes are frequently composed of a series
of impacts before the airplane comes to rest, if a larger impact
follows the initial impact, the inflatable lapbelts could be rendered
useless. Other safety devices such as energy absorbing pads or upper
torso restraints tend to provide continuous protection regardless of
severity or number of impacts in a crash event. Therefore, the
inflatable lapbelts should provide protection when required and they
should not expend their protection during a less severe impact. Also,
it is possible to have several large impact events during the course of
a crash, but there will be no requirement for the inflatable lapbelts
to provide protection for multiple impacts.
    Each occupant's restraint system is designed to provide protection
for only that occupant. However, unoccupied seats that may have active
lapbelts are also a concern. It will be necessary to show that the
required protection is provided for each occupant, regardless of the
number of occupied seats.

Impact on Egress

    Since the inflatable lapbelts likely have a large volume
displacement, the inflated bags could potentially impede egress of
passengers. Since the bags deflate to absorb energy, it is likely that
the inflatable lapbelts would be deflated at the time that persons
would be trying to leave their seats. Nonetheless, it is appropriate to
specify a time interval after which the inflatable lapbelts may not
impede rapid egress. Ten seconds has been chosen as a reasonable time,
since this corresponds to the maximum time allowed for an exit to be
opened (in accordance with Sec.  25.809). In actuality, it is unlikely
that a flight attendant would be able to prepare an exit this quickly,
especially in an accident that is severe enough to deploy the
inflatable lapbelts. Furthermore, the inflatable lapbelts will likely
deflate much more quickly than ten seconds.
    It is even more critical that the inflatable lapbelts do not impede
rapid egress in the emergency exit row seats. Section 25.813 clearly
requires that there must be an unobstructed passageway from the main
aisle to the exit and that there must be no interference in opening the
exit. The restraint system must not impede access to and the opening of
the exit. In some cases, such as a Type III over-wing hatch, a
passenger is the one who will open the exit. These lapbelts should be
evaluated in the exit row under existing regulations (Sec. Sec.  25.809
and 25.813) and guidance material. The inflatable lapbelts must also be
evaluated in post-crash conditions. They should be evaluated using
representative restraint systems in the bag deployed condition.
    This evaluation includes reviewing the access to and opening of the
exit, specifically looking for obstructions in the egress path and any
interference in opening the exit. Each unique interior configuration
must be considered (e.g., passageway width and single, or dual
passageways with the outboard seat removed). If restraints create any
obstruction or interference, they could impede rapid egress. If these
restraint systems are installed at exit door rows, it is likely that
project-specific guidance will be necessary.

Availability When Needed

    These special conditions include requirements to ensure that
inflatable lapbelts operate in the aviation environment. These special
conditions also incorporate requirements to ensure that the inflatable
lapbelts are protected from HIRF and meet the requirements of Sec.
25.1316. Existing regulations regarding lightning, Sec.  25.1316, and
the existing HIRF special condition for the Boeing Model 717-200 series
aircraft, Special Conditions No. 25-ANM-60 (57 FR 34511, August 5,
1992), are also applicable.
    Since inflatable lapbelts will be electrically powered, the system
could possibly fail if the fuselage separates. Since this system is
intended as crash/post-crash protection means, failure due to fuselage
separation is not acceptable. As with emergency lighting, the system
should function properly if such a separation occurs at any point in
the fuselage. Inflatable lapbelts will rely on electronic sensors for
signaling and pyrotechnic charges for activation so that they are
available when needed.

Prevention of Inadvertent Activation

    Inflatable lapbelts could be susceptible to inadvertent activation,
causing them to deploy in a potentially unsafe manner. The consequences
of such deployment must be considered in establishing the reliability
of the system. Therefore, Boeing must substantiate that if the lapbelts
inadvertently deploy, they will not create a hazard to the airplane. If
this cannot be substantiated, then Boeing must demonstrate that
inadvertent deployment is an extremely improbable occurrence (i.e.,
less than 10-9 per flight hour). Also, if the lapbelts are
inadvertently deployed, the effects on passengers or crew members who
are standing or sitting close by should also be considered. A minimum
reliability level will have to be established for this case, depending
upon the consequences, even if the effect on the airplane is
negligible.
    In-service and outside environmental conditions could increase the
potential for inadvertent activation. The cumulative effects of wear
and tear must also be considered so that it does not increase the
likelihood of an inadvertent deployment to an unacceptable level. To
mitigate the effects of such cumulative damage, it is necessary to
develop an appropriate inspection interval and self-test capability.
Environmental conditions, such as lightning and HIRF, could potentially
affect inflatable lapbelt systems. To demonstrate compliance in such
conditions, it is first necessary to determine whether the lapbelts are
critical or essential systems. If inadvertent deployment could cause a
hazard to the airplane, inflatable lapbelts are considered a critical
system; if inadvertent deployment could cause injuries to persons, the
inflatable lapbelts are considered an essential system. Finally, the
inflatable lapbelt installation should be protected from the effects of
fire, so, for example, a rupture of the pyrotechnic squib does not
create an additional hazard.

Flammability

    Special Conditions No. 25-187-SC (66 FR 52017, October 12, 2001)
issued

for the Boeing Model 777 series airplanes was the first special
conditions to address flammability of the airbag material. The Boeing
Model 717-200 series airplanes will use the similar airbag material in
their inflatable lapbelts. During the development of inflatable
lapbelts, the manufacturer was unable to develop a fabric that would
meet the inflation requirements for the bag and the flammability
requirements of part I(a)(1)(ii) of appendix F to part 25. The fabrics
that were developed that meet the flammability requirement did not
produce acceptable deployment characteristics. However, the
manufacturer was able to develop a fabric that meets the less stringent
flammability requirements of part I(a)(1)(iv) of appendix F to part 25
and has acceptable deployment characteristics.
    Part I of appendix F to part 25 specifies the flammability
requirements for interior materials and components. Appendix F does not
explicitly reference inflatable restraint systems, because they did not
exist when the flammability requirements were written. The existing
requirements are based on both material types, as well as use, and have
been specified in light of the state-of-the-art materials available to
perform a given function. In the absence of a specific reference, the
default requirement would be for the type of material used to construct
the inflatable restraint, which is a fabric in this case. However, in
issuing special conditions, the FAA must also consider the use of the
material and whether the default requirement is appropriate. In this
case, the specialized function of the inflatable restraints means that
highly specialized materials are needed.
    The standard normally applied to fabrics is a 12-second vertical
ignition test. However, materials that meet this standard do not
perform adequately as inflatable restraints. Since the safety benefits
of the inflatable restraints are very significant, the flammability
standard appropriate for these devices should not screen out suitable
materials, thereby effectively eliminating use of inflatable
restraints. The FAA will need to establish a balance between the safety
benefit of the inflatable restraints and flammability performance. At
this time, the 2.5-inch per minute horizontal test is considered to
provide that balance. As materials standards and technology change
(which is expected), the FAA may change this standard in subsequent
special conditions to account for improved materials.
    As discussed previously, the following special conditions can be
characterized as addressing either the safety performance of the system
or the system's integrity against inadvertent activation. Because a
crash requiring use of the inflatable lapbelts is a relatively rare
event, and because the consequences of an inadvertent activation are
potentially quite severe, these latter requirements are probably the
more rigorous from a design standpoint.
    Finally, it should be noted that the special conditions are
applicable to the inflatable lapbelt system as installed. The special
conditions are not an installation approval. Therefore, while the
special conditions relate to each such system installed, the overall
type certificate or supplemental type certificate approval is a
separate finding and must consider the combined effects of all such
systems installed. For the reasons discussed above, 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.

Applicability

    As discussed above, these special conditions are applicable to the
Model 717-200 series airplanes. Should Boeing 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.

Conclusion

    This action affects only certain novel or unusual design features
on one model series of airplanes. It is not a rule of general
applicability.
    The substance of these special conditions has been subjected to the
notice and comment period in several prior instances and has been
derived without substantive change from those previously issued. It is
unlikely that prior public comment would result in a significant change
from the substance contained herein. Therefore, the FAA has determined
that prior public notice and comment are unnecessary and good cause
exists for adopting these special conditions upon issuance. The FAA is
requesting comments to allow interested persons to submit views that
may not have been submitted in response to the prior opportunities for
comment described above.

List of Subjects in 14 CFR Part 25

    Aircraft, Aviation safety, Reporting and recordkeeping
requirements.

    The authority citation for these special conditions is as follows:

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

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 Boeing Model 717-200 series airplanes
equipped with inflatable lapbelts.
    1. Seats with Inflatable Lapbelts. It must be shown that the
inflatable lapbelt will deploy and provide protection under crash
conditions where it is necessary to prevent serious head injury. The
means of protection must take into consideration a range of stature
from a two-year-old child to a ninety-fifth percentile male. The
inflatable lapbelt must provide a consistent approach to energy
absorption throughout that range of occupants. In addition, the
following situations must be considered:
    a. The seat occupant is holding an infant.
    b. The seat occupant is a child in a child restraint device.
    c. The seat occupant is a child not using a child restraint device.
    d. The seat occupant is a pregnant woman.
    2. The inflatable lapbelt must provide adequate protection for each
occupant regardless of the number of occupants of the seat assembly,
considering that unoccupied seats may have active seatbelts.
    3. The design must prevent the inflatable lapbelt from being either
incorrectly buckled or incorrectly installed such that the inflatable
lapbelt would not properly deploy. Alternatively, it must be shown that
such deployment is not hazardous to the occupant, and will provide the
required head injury protection.
    4. It must be shown that the inflatable lapbelt system is not
susceptible to inadvertent deployment as a result of wear and tear, or
inertial loads resulting from in-flight or ground maneuvers (including
gusts and hard landings), and other operating and environmental
conditions (vibrations, moisture, etc.) likely to be experienced in
service.
    5. Deployment of the inflatable lapbelt must not introduce injury
mechanisms to the seated occupant, or result in injuries that could
impede rapid egress. This assessment should include an occupant who is
in the brace position when it deploys and an occupant whose belt is
loosely fastened.
    6. It must be shown that inadvertent deployment of the inflatable
lapbelt, during the most critical part of the flight, will either not
cause a hazard to

the airplane or its occupants, or it meets the requirement of Sec.
25.1309(b).
    7. It must be shown that the inflatable lapbelt will not impede
rapid egress of occupants 10 seconds after its deployment.
    8. The system must be protected from lightning and high intensity
radiomagnetic fields (HIRF). The threats specified in existing
regulations regarding lightning, Sec.  25.1316, and existing HIRF
special conditions for the Boeing Model 717-200 series airplanes,
Special Conditions No. 25-ANM-60, are incorporated by reference for the
purpose of measuring lightning and HIRF protection.
    9. Inflatable lapbelts, once deployed, must not adversely affect
the emergency lighting system (e.g., block proximity lights to the
extent that the lights no longer meet their intended function).
    10. The inflatable lapbelt must function properly after loss of
normal aircraft electrical power, and after a transverse separation of
the fuselage at the most critical location. A separation at the
location of the lapbelt does not have to be considered.
    11. It must be shown that the inflatable lapbelt will not release
hazardous quantities of gas or particulate matter into the cabin.
    12. The inflatable lapbelt installation must be protected from the
effects of fire such that no hazard to occupants will result.
    13. There must be a means for a crew member to verify the integrity
of the inflatable lapbelt activation system prior to each flight, or it
must be demonstrated to reliably operate between inspection intervals.
The FAA considers the loss of the airbag system deployment function
alone (i.e., independent of the conditional event that requires the
airbag system deployment) to be a major failure condition.
    14. The inflatable material may not have an average burn rate of
greater than 2.5 inches/minute when tested using the horizontal
flammability test as defined in 14 CFR part 25, appendix F, part I,
paragraph (b)(5).

    Issued in Renton, Washington, on June 12, 2013.
Jeffrey E. Duven,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2013-14322 Filed 6-14-13; 8:45 am]
BILLING CODE 4910-13-P


[Federal Register Volume 86, Number 111 (Friday, June 11, 2021)]
[Notices]
[Pages 31304-31305]
[FR Doc No: 2021-12252]

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DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

[Docket No. EL21-69-000]

Dairyland Power Cooperative; Notice of Amendment of Request for
Partial Waiver

    Take notice that on June 2, 2021, pursuant to section 292.402 of
the Federal Energy Regulatory Commission's (Commission) regulations, 18
CFR 292.402, Dairyland Power Cooperative (Dairyland), on behalf of
itself and 24 rural electric cooperative member-owners (collectively,
the Participating Members),\1\ filed an amendment to its

April 27, 2021 filing of request for partial waiver of certain
obligations imposed on the Participating Members and on Dairyland
through the Commission's regulations \2\ implementing Section 210 of
the Public Utility Regulatory Policies Act of 1978, as amended
(PURPA),\3\ as more fully explained in the request.
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    \1\ Dairyland's Participating Member-owners joining in this
petition are Barron Electric Cooperative, Bayfield Electric
Cooperative, Chippewa Valley Electric Cooperative, Clark Electric
Cooperative, Dunn Energy Cooperative, Eau Claire Energy Cooperative,
Jackson Electric Cooperative, Jump River Electric Cooperative,
Oakdale Electric Cooperative, Pierce Pepin Cooperative Services,
Polk-Burnett Electric Cooperative, Price Electric Cooperative, Inc.,
Richland Electric Cooperative, Riverland Energy Cooperative, St.
Croix Electric Cooperative, Scenic Rivers Energy Cooperative, Taylor
Electric Cooperative, Vernon Electric Cooperative, Allamakee-Clayton
Electric Cooperative, Inc., Heartland Power Cooperative, Freeborn-
Mower Cooperative Services, People's Energy Cooperative, MiEnergy
Cooperative, and Jo-Carroll Energy.
    \2\ 18 CFR 292.303(a) and .303(b).
    \3\ 16 U.S.C. 824a-3.
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    Any person desiring to intervene or to protest this filing must
file in accordance with Rules 211 and 214 of the Commission's Rules of
Practice and Procedure (18 CFR 385.211, 385.214). Protests will be
considered by the Commission in determining the appropriate action to
be taken but will not serve to make protestants parties to the
proceeding. Any person wishing to become a party must file a notice of
intervention or motion to intervene, as appropriate. Such notices,
motions, or protests must be filed on or before the comment date.
Anyone filing a motion to intervene, or protest must serve a copy of
that document on the Applicant.
    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://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_ADDRESS>or call toll-free,
(886) 208-3676 or TYY,<PHONE_NUMBER>.
    The Commission strongly encourages electronic filings of comments,
protests and interventions in lieu of paper using the ``eFiling'' link
at http://www.ferc.gov. 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.
    Comment Date: 5:00 p.m. Eastern time on June 14, 2021.

    Dated: June 3, 2021.
Kimberly D. Bose,
Secretary.
[FR Doc. 2021-12252 Filed 6-10-21; 8:45 am]
BILLING CODE 6717-01-P