[Federal Register Volume 82, Number 27 (Friday, February 10, 2017)]
[Rules and Regulations]
[Pages 10267-10269]
[FR Doc No: 2017-01772]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2016-7415; Directorate Identifier 2015-SW-076-AD;
Amendment 39-18786; AD 2017-02-07]
RIN 2120-AA64

Airworthiness Directives; Airbus Helicopters Deutschland GmbH
Helicopters

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for Airbus
Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 C-2
and MBB-BK 117 D-2 helicopters. This AD requires inspections and a
torque of certain attachment points. This AD was prompted by a design
reassessment. These actions are intended to prevent an unsafe condition
on these products.

DATES: This AD is effective March 17, 2017.
    The Director of the Federal Register approved the incorporation by
reference of certain documents listed in this AD as of March 17, 2017.

ADDRESSES: For service information identified in this final rule,
contact Airbus Helicopters, 2701 N. Forum Drive, Grand Prairie, TX
75052; telephone<PHONE_NUMBER> or<PHONE_NUMBER>; fax<PHONE_NUMBER>;
or at http://www.airbushelicopters.com/techpub. You may review the
referenced service information at the FAA, Office of the Regional
Counsel, Southwest Region, 10101 Hillwood Pkwy, Room 6N-321, Fort
Worth, TX 76177. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2016-
7415.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2016-
7415; or in person at the Docket Operations Office between 9 a.m. and 5
p.m., Monday through Friday, except Federal holidays. The AD docket
contains this AD, the European Aviation Safety Agency (EASA) ADs, any
incorporated-by-reference service information, the economic evaluation,
any comments received, and other information. The street address for
the Docket Operations Office (phone:<PHONE_NUMBER>) is U.S. Department
of Transportation, Docket Operations Office, M-30, West Building Ground
Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Matt Fuller, Senior Aviation Safety
Engineer, Safety Management Group, Rotorcraft Directorate, FAA, 10101
Hillwood Pkwy, Fort Worth, TX 76177; telephone<PHONE_NUMBER>; email
<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

Discussion

    On June 21, 2016, at 81 FR 40203, the Federal Register published
our notice of proposed rulemaking (NPRM), which proposed to amend 14
CFR part 39 by adding an AD that would apply to Airbus Helicopters
Model MBB-BK 117 C-2 and MBB-BK 117 D-2 helicopters with a hydraulic
module plate assembly part number B291M0003103 with a single locking
attachment point (attachment point) installed. The NPRM proposed to
require performing repetitive visual inspections of each attachment
point of the hydraulic module plate assembly for a crack and proper
installation and a one-time torque of the nuts of each attachment
point. The proposed requirements were intended to prevent failure of an
attachment point, which could result in loss of the hydraulic module
plate and subsequent loss of control of the helicopter.
    The NPRM was prompted by AD No. 2015-0210R1, Revision 1, dated
October 28, 2015, issued by EASA, which is the Technical Agent for the
Member States of the European Union, to correct an unsafe condition for
the Airbus Helicopters Model MBB-BK117 C-2, MBB-BK117 C-2e, MBB-BK117
D-2, and MBB-BK117 D-2m helicopters. EASA advises that the hydraulic
plate assembly on certain MBB-BK117 models has four attachment points
on the fuselage secured by a single locking mechanism. According to
EASA, a design reassessment revealed stiffness of the hydraulic plate
may be insufficient to withstand the in-service loads in the event one
of the four single locking attachment points fails. EASA states that if
this condition is not detected and corrected, it may lead to loss of
the hydraulic module plate and possible loss of control of the
helicopter. Therefore, the EASA AD requires a repetitive inspection and
one-time torque tightening of the attachment points in accordance with
Airbus Helicopters' service information. EASA considers its AD an
interim action and states further AD action may follow.
    After we issued the NPRM, EASA revised its AD and issued EASA AD
No. 2015-0210R2, Revision 2, dated December 2, 2016. AD 2015-0210R2
reduces the applicability by serial number to exclude helicopters with
an improved hydraulic module plate installation that is not subject to
the unsafe condition.

Comments

    After our NPRM was published, we received comments from one
commenter.

Request

    Airbus Helicopters requested revising the statements regarding what
prompted this AD action and the intended effects of this AD action to
more accurately describe the unsafe condition. Specifically, the
commenter requested we state the design assessment showed that in case
of a failure of a single attachment point, the stiffness of the
hydraulic plate installation may be insufficient to withstand the in-
service loads.
    We agree. We have revised this statement in the Discussion
paragraph of this Final Rule.
    The commenter also requested that in our statement of what the
proposed actions are intended to prevent, we change ``subsequent loss
of control of the helicopter'' to ``possible loss of control of the
helicopter.''
    We disagree. This AD states the unsafe condition ``could result''
in loss of the hydraulic module plate and subsequent loss of control of
the helicopter. This language indicates that loss of control of the
helicopter is a possibility. Thus, the requested change is unnecessary.

FAA's Determination

    These helicopters have been approved by the aviation authority of
Germany and are approved for operation in the United States. Pursuant
to our bilateral agreement with Germany, EASA, its technical
representative, has notified us of the unsafe condition described in
the EASA AD. We are issuing this AD because we evaluated all
information provided by EASA and determined the unsafe condition exists
and is likely to exist or develop on other helicopters of these same
type designs and that air safety and the public interest require
adopting the AD requirements as proposed except for the change to the
Applicability section previously described. This change is consistent
with the intent of the proposals in the NPRM and will not increase the
economic burden on any operator nor increase the scope of this AD.

Differences Between This AD and the EASA AD

    The EASA AD requires contacting Airbus Helicopters customer support
when replacing affected parts, and this AD does not.

Related Service Information Under 1 CFR Part 51

    We reviewed Airbus Helicopters Alert Service Bulletin (ASB) No. ASB
MBB-BK117 C-2-29A-003 for Model MBB-BK 117 C-2 helicopters and Airbus
Helicopters ASB No. ASB MBB-BK117 D-2-29A-001 for Model MBB-BK 117 D-2
helicopters, both Revision 0, and both dated October 12, 2015. This
service information specifies a repetitive visual inspection for
condition and correct installation of the attachment points, and if
there is a crack, replacing the affected parts and contacting Airbus
Helicopters customer support. This service information also specifies a
tightening torque check after the initial inspection and, if torque
cannot be applied, replacing the affected parts and contacting Airbus
Helicopters customer support.
    This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.

Other Related Service Information

    We also reviewed Airbus Helicopters ASB No. ASB MBB-BK117 C-2-29A-
003 for Model MBB-BK 117 C-2 helicopters and Airbus Helicopters ASB No.
ASB MBB-BK117 D-2-29A-001 for Model MBB-BK 117 D-2 helicopters, both
Revision 1 and both dated October 14, 2016. This service information
specifies the same repetitive visual inspection for condition and
correct installation of the attachment points except it reduces the
applicability by serial number due to the introduction of a new locking
design.

Costs of Compliance

    We estimate that this AD affects 134 helicopters of U.S. Registry.
We estimate that operators may incur the following costs in order to
comply with this AD. We estimate the cost of labor at $85 per work-
hour. Visually inspecting the four attachment points will take about
0.75 work-hour for an estimated cost of $64 per helicopter and $8,576
for the U.S. fleet per inspection cycle. Inspecting the torque of the
four attachment points will take about 0.25 work-hour for an estimated
cost of $21 per helicopter and $2,814 for the U.S. fleet. Replacing any
of the attachment point parts will take a minimal amount of time and
parts will cost about $48 per attachment point.

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 helicopters identified in this
rulemaking action.

Regulatory Findings

    This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive
Order 12866;
    (2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979);
    (3) Will not affect intrastate aviation in Alaska to the extent
that it justifies making a regulatory distinction; and
    (4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
    We prepared an economic evaluation of the estimated costs to comply
with this AD and placed it in the AD docket.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec.  39.13  [Amended]

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

2017-02-07 Airbus Helicopters Deutschland GmbH: Amendment 39-18786;
Docket No. FAA-2016-7415; Directorate Identifier 2015-SW-076-AD.

(a) Applicability

    This AD applies to Model MBB-BK 117 C-2 helicopters, serial
numbers up to and including 9750, and Model MBB-BK 117 D-2
helicopters, serial numbers up to and including 20110, with a
hydraulic module plate assembly part number B291M0003103 with a
single locking attachment point installed, certificated in any
category.

(b) Unsafe Condition

    This AD defines the unsafe condition as failure of a hydraulic
module plate assembly attachment point (attachment point). This
condition could result in loss of the hydraulic module plate and
subsequent loss of control of the helicopter.

(c) Effective Date

    This AD becomes effective March 17, 2017.

(d) Compliance

    You are responsible for performing each action required by this
AD within the specified compliance time unless it has already been
accomplished prior to that time.

(e) Required Actions

    (1) Within 100 hours time-in-service (TIS):
    (i) Visually inspect the split pins, castellated nuts, plugs,
nuts, and hexagon bolts of each attachment point for a crack and for
proper installation by following the Accomplishment Instructions,
paragraphs 3.B.1.2.a. through 3.B.1.2.e., of Airbus Helicopters
Alert Service Bulletin (ASB) No. ASB MBB-BK117 C-2-29A-003, Revision
0, dated October 12, 2015 (ASB MBB-BK117 C-2-29A-003), or Airbus
Helicopters ASB No. ASB MBB-BK117 D-2-29A-001, Revision 0, dated
October 12, 2015 (ASB MBB-BK117 D-2-29A-001), as applicable to your
model helicopter. Replace any part that has a crack before further
flight. If the split pins, castellated nuts, or hexagon bolts are
not as depicted in Figure 2 of ASB MBB-BK117 C-2-29A-003 or ASB MBB-
BK117 D-2-29A-001, before further flight, properly install them.
    (ii) Apply a torque of 9 to 10 Nm to the left-hand and right-
hand nuts of each attachment point. If a torque of 9 to 10 Nm cannot
be applied, replace the affected nut before further flight.
    (2) Thereafter, at intervals not to exceed 400 hours TIS,
perform the inspection in paragraph (e)(1)(i) of this AD.

(f) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Safety Management Group, FAA, may approve AMOCs
for this AD. Send your proposal to: Matt Fuller, Senior Aviation
Safety Engineer, Safety Management Group, Rotorcraft Directorate,

FAA, 10101 Hillwood Pkwy, Fort Worth, TX 76177; telephone (817) 222-
5110; email<EMAIL_ADDRESS>    (2) For operations conducted under a 14 CFR part 119 operating
certificate or under 14 CFR part 91, subpart K, we suggest that you
notify your principal inspector, or lacking a principal inspector,
the manager of the local flight standards district office or
certificate holding district office, before operating any aircraft
complying with this AD through an AMOC.

(g) Additional Information

    (1) Airbus Helicopters Alert Service Bulletin (ASB) No. ASB MBB-
BK117 C-2-29A-003 and Airbus Helicopters ASB No. ASB MBB-BK117 D-2-
29A-001, both Revision 1, and both dated October 14, 2016, which are
not incorporated by reference, contain additional information about
the subject of this final rule. For service information identified
in this final rule, contact Airbus Helicopters, 2701 N. Forum Drive,
Grand Prairie, TX 75052; telephone<PHONE_NUMBER> or<PHONE_NUMBER>;
fax<PHONE_NUMBER>; or at http://www.airbushelicopters.com/techpub.
You may review a copy of the service information at the FAA, Office
of the Regional Counsel, Southwest Region, 10101 Hillwood Pkwy, Room
6N-321, Fort Worth, TX 76177.
    (2) The subject of this AD is addressed in European Aviation
Safety Agency (EASA) AD No. 2015-0210R1, Revision 1, dated October
28, 2015, and EASA AD No. 2015-0210R2, Revision 2, dated December 2,
2016. You may view the EASA ADs on the Internet at http://www.regulations.gov in Docket No. FAA-2016-7415.

(h) Subject

    Joint Aircraft Service Component (JASC) Code: 2900, Hydraulic
Power System.

(i) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the
incorporation by reference of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
    (i) Airbus Helicopters Alert Service Bulletin No. ASB MBB-BK117
C-2-29A-003, Revision 0, dated October 12, 2015.
    (ii) Airbus Helicopters Alert Service Bulletin No. ASB MBB-BK117
D-2-29A-001, Revision 0, dated October 12, 2015.
    (3) For Airbus Helicopters service information identified in
this AD, contact Airbus Helicopters, 2701 N. Forum Drive, Grand
Prairie, TX 75052; telephone<PHONE_NUMBER> or<PHONE_NUMBER>; fax
(972) 641-3775; or at http://www.airbushelicopters.com/techpub.
    (4) You may view this service information at FAA, Office of the
Regional Counsel, Southwest Region, 10101 Hillwood Pkwy, Room 6N-
321, Fort Worth, TX 76177. For information on the availability of
this material at the FAA, call<PHONE_NUMBER>.
    (5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call<PHONE_NUMBER>, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Fort Worth, Texas, on January 18, 2017.
Lance T. Gant,
Manager, Rotorcraft Directorate, Aircraft Certification Service.
[FR Doc. 2017-01772 Filed 2-9-17; 8:45 am]
 BILLING CODE 4910-13-P


[Federal Register Volume 86, Number 64 (Tuesday, April 6, 2021)]
[Notices]
[Pages 17832-17833]
[FR Doc No: 2021-07019]

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ENVIRONMENTAL PROTECTION AGENCY

[EPA-HQ-OAR-2021-0234; FRL-10022-12-OAR]

Alternative Method for Calculating Off-Cycle Credits Under the
Light-Duty Vehicle Greenhouse Gas Emissions Program: Application From
General Motors Corporation LLC (GM)

AGENCY: Environmental Protection Agency (EPA).

ACTION: Notice.

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SUMMARY: The Environmental Protection Agency (EPA) is requesting
comment on an application from General Motors Corporation LLC (GM) for
off-cycle carbon dioxide (CO2) credits under EPA's light-
duty vehicle greenhouse gas emissions standards. ``Off-cycle'' emission
reductions can be achieved by employing technologies that result in
real-world benefits, but where that benefit is not adequately captured
on the test procedures used by manufacturers to demonstrate compliance
with emission standards. EPA's light-duty vehicle greenhouse gas
program acknowledges these benefits by giving automobile manufacturers
several options for generating ``off-cycle'' CO2 credits.
Under the regulations, a manufacturer may apply for CO2
credits for off-cycle technologies that result in off-cycle benefits.
In these cases, a manufacturer must provide EPA with a proposed
methodology for determining the real-world off-cycle benefit. GM has
submitted an application that describes a methodology for determining
off-cycle credits from technologies described in their application.
Pursuant to applicable regulations, EPA is making this off-cycle credit
calculation methodology available for public comment.

DATES: Comments must be received on or before May 6, 2021.

ADDRESSES: Submit your comments, identified by Docket ID No. EPA-HQ-
OAR-2021-0234, to the Federal eRulemaking Portal: http://www.regulations.gov. Follow the online instructions for submitting
comments. Once submitted, comments cannot be edited or withdrawn. The
EPA may publish any comment received to its public docket. Do not
submit electronically any information you consider to be Confidential
Business Information (CBI) or other information whose disclosure is
restricted by statute. Multimedia submissions (audio, video, etc.) must
be accompanied by a written comment. The written comment is considered
the official comment and should include discussion of all points you
wish to make. The EPA will generally not consider comments or comment
contents located outside of the primary submission (i.e. on the web,
cloud, or other file sharing system). For additional submission
methods, the full EPA public comment policy, information about CBI or
multimedia submissions, and general guidance on making effective
comments, please visit http://www2.epa.gov/dockets/commenting-epa-dockets.

FOR FURTHER INFORMATION CONTACT: Linc Wehrly, Office of Transportation
and Air Quality, Compliance Division, U.S. Environmental Protection
Agency, 2000 Traverwood Drive, Ann Arbor, MI 48105. Telephone: (734)
214-4286. Fax:<PHONE_NUMBER>. Email address<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION:

I. Background

    EPA's light-duty vehicle greenhouse gas (GHG) program provides
three pathways by which a manufacturer may accrue off-cycle carbon
dioxide (CO2) credits for those technologies that achieve
CO2 reductions in the real world but where those reductions
are not adequately captured on the test used to determine compliance
with the CO2 standards, and which are not otherwise
reflected in the standards' stringency. The first pathway is a
predetermined list of credit values for specific off-cycle technologies
that may be used beginning in model year 2014.\1\ This pathway allows
manufacturers to use conservative credit values established by EPA for
a wide range of technologies, with minimal data submittal or testing
requirements, if the technologies meet EPA regulatory definitions. In
cases where the off-cycle technology is not on the menu but additional
laboratory testing can demonstrate emission benefits, a second pathway
allows manufacturers to use a broader array of emission tests (known as
``5-cycle'' testing because the methodology uses five different testing
procedures) to demonstrate and justify off-cycle CO2
credits.\2\ The additional emission tests allow emission benefits to be
demonstrated over some elements of real-world driving not adequately
captured by the GHG compliance tests, including high speeds, hard
accelerations, and cold temperatures. These first two methodologies
were completely defined through notice and comment rulemaking and
therefore no additional process is necessary for manufacturers to use
these methods. The third and last pathway allows

manufacturers to seek EPA approval to use an alternative methodology
for determining the off-cycle CO2 credits.\3\ This option is
only available if the benefit of the technology cannot be adequately
demonstrated using the 5-cycle methodology. Manufacturers may also use
this option to demonstrate reductions that exceed those available via
use of the predetermined list.
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    \1\ See 40 CFR 86.1869-12(b).
    \2\ See 40 CFR 86.1869-12(c).
    \3\ See 40 CFR 86.1869-12(d).
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    Under the regulations, a manufacturer seeking to demonstrate off-
cycle credits with an alternative methodology (i.e., under the third
pathway described above) must describe a methodology that meets the
following criteria:
     Use modeling, on-road testing, on-road data collection, or
other approved analytical or engineering methods;
     Be robust, verifiable, and capable of demonstrating the
real-world emissions benefit with strong statistical significance;
     Result in a demonstration of baseline and controlled
emissions over a wide range of driving conditions and number of
vehicles such that issues of data uncertainty are minimized;
     Result in data on a model type basis unless the
manufacturer demonstrates that another basis is appropriate and
adequate.
    In addition, the regulations specify the following requirements
regarding an application for off-cycle CO2 credits:
     A manufacturer requesting off-cycle credits must develop a
methodology for demonstrating and determining the benefit of the off-
cycle technology and carry out any necessary testing and analysis
required to support that methodology.
     A manufacturer requesting off-cycle credits must conduct
testing and/or prepare engineering analyses that demonstrate the in-use
durability of the technology for the full useful life of the vehicle.
     The application must contain a detailed description of the
off-cycle technology and how it functions to reduce CO2
emissions under conditions not represented on the FTP and HFET
compliance tests.
     The application must contain a list of the vehicle
model(s) which will be equipped with the technology.
     The application must contain a detailed description of the
test vehicles selected and an engineering analysis that supports the
selection of those vehicles for testing.
     The application must contain all testing and/or simulation
data required under the regulations, plus any other data the
manufacturer has considered in the analysis.
    Finally, the alternative methodology must be approved by EPA prior
to the manufacturer using it to generate credits. As part of the review
process defined by regulation, an application for credits using an
alternative methodology submitted to EPA for consideration must be made
available for public comment, unless EPA has previously approved the
alternative methodology for determining credits and has chosen to waive
the notice and comment period for an application that meets the
regulatory requirements for such a waiver. Further, EPA retains the
option to require a notice and opportunity for public comment in cases
where a new application deviates in significant respects from a
previously approved methodology or raises novel substantive issues.\4\
EPA will consider public comments as part of its final decision to
approve or deny the request for off-cycle credits.
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    \4\ See 40 CFR 86.1869-12(d)(2).
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II. Off-Cycle Credit Application

Pulse Width Modulated HVAC Brushless Motor Power Controller Technology

    Using the alternative methodology approach discussed above, GM is
requesting off-cycle greenhouse gas (``GHG'') credits for the use of
the pulse width modulated (PWM) HVAC brushless motor (BLM) power
controller technology. The company's analysis in their application
yields a GHG credit equal to 0.4 grams CO2 per mile for passenger cars
and trucks on vehicles equipped with this technology. The PWM BLM
technology provides GHG reductions by improving the efficiency of the
blower motor used in the heating, ventilation, and air conditioning
(HVAC) system.
    GM's request is for approval of a similar methodology and for the
same amount of credits per vehicle granted in the Toyota request to EPA
for off-cycle credit dated February 26, 2019 and subsequently granted
in EPA decision document EPA-420-R-19-015. Details of Toyota's analysis
and the approved request by Toyota can be found in the corresponding
the manufacturer's applications.

III. EPA Decision Process

    EPA has reviewed the application for completeness and is now making
the application available for public review and comment as required by
the regulations. The off-cycle credit application submitted by the
manufacturer (with confidential business information redacted) has been
placed in the public docket (see ADDRESSES section above) and on EPA's
website at https://www.epa.gov/vehicle-and-engine-certification/compliance-information-light-duty-greenhouse-gas-ghg-standards.
    EPA is providing a 30-day comment period on the application for
off-cycle credits described in this notice, as specified by the
regulations. The manufacturer may submit a written rebuttal of comments
for EPA's consideration, or may revise an application in response to
comments. After reviewing any public comments and any rebuttal of
comments submitted by the manufacturer, EPA will make a final decision
regarding the credit request. EPA will make its decision available to
the public by placing a decision document on EPA's website at the same
manufacturer-specific page described above.

Byron Bunker,
Director, Compliance Division, Office of Transportation and Air
Quality, Office of Air and Radiation.
[FR Doc. 2021-07019 Filed 4-5-21; 8:45 am]
BILLING CODE 6560-50-P


[Federal Register: November 17, 2005 (Volume 70, Number 221)]
[Notices]
[Page 69749-69750]
[DOCID:fr17no05-55]

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DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

[Docket No. RP06-84-000]

Iroquois Gas Transmission System, L.P.; Notice of Proposed
Changes in FERC Gas Tariff

November 9, 2005.
    Take notice that on November 4, 2005, Iroquois Gas Transmission
System, L.P. (Iroquois) tendered for filing to become part of its FERC
Gas Tariff, First Revised Volume No. 1, the following revised sheets,
to be effective on December 4, 2005:

Fifth Revised Sheet No. 50.
Fourth Revised Sheet No. 50A.
Fourth Revised Sheet No. 50B.
First Revised Sheet No. 52A.
Second Revised Sheet 84A.
Third Revised Sheet No. 115.
Fifth Revised Sheet No. 161.
Seventh Revised Sheet No. 162.

    Iroquois states that copies of its filing were served on all
jurisdictional customers and interested state regulatory agencies and
all parties to the proceeding.
    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 and 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 in accordance

with the provisions of section 154.210 of the Commission's regulations
(18 CFR 154.210). Anyone filing an intervention or protest must serve a
copy of that document on the Applicant. Anyone filing an intervention
or protest on or before the intervention or protest date need not serve
motions to intervene or protests on persons other than the Applicant.
    The Commission encourages electronic submission of protests and
interventions in lieu of paper using the ``eFiling'' link at http://www.ferc.gov.
 Persons unable to file electronically should submit an

original and 14 copies of the protest or intervention to the Federal
Energy Regulatory Commission, 888 First Street, NE., Washington, DC
20426.
    This filing is accessible on-line at http://www.ferc.gov, using the

``eLibrary'' link and is available for review in the Commission's
Public Reference Room in Washington, DC. There is an ``eSubscription''
link on the Web site that enables subscribers to receive e-mail
notification when a document is added to a subscribed docket(s). For
assistance with any FERC Online service, please e-mail
<EMAIL_ADDRESS>or call<PHONE_NUMBER> (toll free). For

TTY, call<PHONE_NUMBER>.

Magalie R. Salas,
Secretary.
 [FR Doc. E5-6348 Filed 11-16-05; 8:45 am]

BILLING CODE 6717-01-P