31946 Federal Register / Vol. 80, No. 107 / Thursday, June 4, 2015 / Notices 

property is subject to FAA’s NEPA 

determination. 

The following is a brief overview of 

the request: 

The Authority requests the release of 

a portion of airport property totaling 260 

acres, which is no longer needed for 

aeronautical purposes. Of the total 260 

acres, 248 acres are part of Parcel H–1, 

and 12 acres are part of Parcel X–2. 

These parcels are located in Allen 

Township, and were originally included 

as part of larger property purchased 

with federal funds over multiple AIP 

grants. 

The 260 acres requested for nonaeronautical use, are to be released to 

the Rockefeller Group Development 

Corporation (Rockefeller Group), 500 

International Drive North, Suite 345, Mt. 

Olive, NJ 07828. The property is located 

in the northwest corner of existing 

airport property. Rockefeller Group is 

proposing to sell the 260 acre property 

to FedEx Ground for the construction of 

a ground transportation facility. The 

undeveloped property is located in 

Allen Township at the intersection of 

Willowbrook Road and Race Street. As 

shown on the Airport Layout Plan, the 

airport property does not serve an 

aeronautical purpose and is not needed 

for current or future airport 

development. The property was part of 

an inverse condemnation judgment 

against the Authority. The proceeds 

from the Fair Market Value (FMV) sale 

of the 260 acres of property will be used 

to pay off the judgment and the 

remaining balance will be placed into 

an identifiable interest bearing account 

to be used for eligible airport 

development purposes, as outlined in 

FAA Order 5190.6B, Airport 

Compliance Manual. 

Any person may inspect the request 

by appointment at the FAA office 

address listed above. Interested persons 

are invited to comment on the proposed 

release. All comments will be 

considered by the FAA to the extent 

practicable. 

Issued in Camp Hill, Pennsylvania, May 

28, 2015. 

Lori K. Pagnanelli, 

Manager, Harrisburg Airports District Office. 

[FR Doc. 2015–13501 Filed 6–3–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Aviation Rulemaking Advisory 

Committee; Transport Airplane and 

Engine Issues; New Task 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of new task assignment 

for the Aviation Rulemaking Advisory 

Committee (ARAC). 

SUMMARY: The FAA assigned the 

Aviation Rulemaking Advisory 

Committee (ARAC) a new task to 

provide recommendations regarding the 

incorporation of airframe-level 

crashworthiness and ditching standards 

into Title 14, Code of Federal 

Regulations (14 CFR) part 25 and 

development of associated advisory 

material. The issue is during the 

development of current airworthiness 

standards and regulatory guidance, the 

FAA assumed that airframe structure for 

transport airplanes would be 

constructed predominantly of metal, 

using skin-stringer-frame architecture. 

Therefore, certain requirements either 

do not address all of the issues 

associated with nonmetallic materials, 

or have criteria that are based on 

experience with traditionally-configured 

large metallic airplanes. With respect to 

crashworthiness, there is no airframelevel standard for crashworthiness. 

Many of the factors that influence 

airframe performance under crash 

conditions on terrain also influence 

airframe performance under ditching 

conditions. Past studies and 

investigations have included 

recommendations for review of certain 

regulatory requirements and guidance 

material to identify opportunities for 

improving survivability during a 

ditching event; consideration of these 

recommendations is included in this 

tasking. 

This notice informs the public of the 

new ARAC activity and solicits 

membership for the Transport Airplane 

Crashworthiness and Ditching Working 

Group. 

FOR FURTHER INFORMATION CONTACT: Ian 

Won, Federal Aviation Administration, 

1601 Lind Avenue SW., Renton, WA 

98055, ian.y.won@faa.gov, phone 

number 425–227–2145, facsimile 

number 425–227–1232. 

SUPPLEMENTARY INFORMATION: 

ARAC Acceptance of Task 

As a result of the March 19, 2015 

ARAC meeting, the FAA has assigned 

and ARAC has accepted this task and 

will establish the Transport Airplane 

Crashworthiness and Ditching Working 

Group, Transport Airplane and Engine 

Issues. The working group will serve as 

staff to the ARAC and provide advice 

and recommendations on the assigned 

task. The ARAC will review and 

approve the recommendation report and 

will submit it to the FAA. 

Background 

The FAA established the ARAC to 

provide information, advice, and 

recommendations on aviation related 

issues that could result in rulemaking to 

the FAA Administrator, through the 

Associate Administrator of Aviation 

Safety. 

The Transport Airplane 

Crashworthiness and Ditching Working 

Group will provide advice and 

recommendations to the ARAC on 

airframe-level crashworthiness and 

ditching standards to incorporate into 

part 25 and any associated advisory 

material. 

The requirements of Title 14, Code of 

Federal Regulations (14 CFR) 25.561 

apply equally to structure constructed 

from either metallic or nonmetallic 

materials, and regardless of the design 

architecture and airplane size. Guidance 

material is mainly contained in FAA 

Advisory Circular (AC) 25–17A. While 

not explicitly stated in part 25, during 

the development of current 

airworthiness standards and published 

advisory circulars, the FAA assumed 

that airplane airframes would be 

constructed predominantly of metal, 

using skin-stringer-frame architecture. 

Therefore, some of the requirements 

either do not address all of the issues 

associated with nonmetallic materials, 

or have criteria that are based on 

experience with traditionally-configured 

large metallic airplanes. With respect to 

crashworthiness, there is no airframelevel standard for crashworthiness. The 

FAA promulgated standards for 

occupant protection at the seat 

installation level, with the presumption 

that the airframe provides an acceptable 

level of crashworthiness. Thus when an 

applicant proposes to use 

unconventional fuselage structure 

(materials, design, or both), the FAA has 

written special conditions to ensure the 

level of crash protection is equivalent to 

that provided by a traditionallyconfigured metallic airplane. These 

special conditions have been 

comparative in nature, and do not 

establish performance standards that are 

independent of traditional metallic skinstringer-frame architecture for airframe 

crashworthiness. 

Crashworthiness Factors: Many 

factors influence the crashworthiness of 

an airframe, including materials of 


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Federal Register / Vol. 80, No. 107 / Thursday, June 4, 2015 / Notices 31947 

construction, geometry, structural 

philosophy, and fuselage size (fuselage 

diameter). The key elements of 

crashworthy airframe design are 

managing energy absorption and 

maintaining structural integrity. For the 

most part, energy absorption is managed 

through plastic deformation and 

controlled failures of the lower fuselage 

structure. Maintaining the integrity of 

the structure is a balance between 

keeping loads within human tolerance 

levels, retaining items of mass, 

preserving a survivable volume and 

maintaining access to exits. Existing 

airworthiness requirements mainly 

focus on the safety of flight, and not 

crashworthiness, consequently when 

deviating from the traditional methods 

of construction an adequate level of 

safety cannot be assured. 

Increased Use of Composites: In June 

2009, the FAA Transport Airplane 

Directorate requested comments through 

the Federal Register (74 FR 26919) on 

whether there was a need for future 

rulemaking to address manufacturers’ 

extensive use of composite materials in 

airplane construction. Several candidate 

technical areas were noted in the 

request, including fire safety, 

crashworthiness, lightning protection, 

fuel tank safety and damage tolerance. 

All responses that the FAA received 

indicated that crashworthiness in 

particular needs improved guidance and 

possible rulemaking. 

Ditching: The FAA conducted several 

investigations on ditching and waterrelated impacts in the 1980s and 1990s. 

In conjunction with Transport Canada 

and the United Kingdom Civil Aviation 

Authority (UK CAA), the FAA recently 

investigated ditching/water-related 

impacts and ditching certification. One 

of the findings of these investigations is 

that current practices may not provide 

an adequate level of safety for the most 

likely ditching scenarios. From this 

research, a ditching event can be 

categorized as a specific type of 

emergency landing. Many of the factors 

(e.g., airframe energy absorption 

characteristics, structural deformation, 

etc.) that influence airframe 

performance under crash conditions on 

terrain also influence airframe 

performance under ditching conditions. 

Flight crew procedures, airplane 

configuration, safety equipment, and 

passenger preparedness also have a 

significant influence on survivability 

during a ditching event. Findings from 

these investigations include 

recommendations for review of certain 

regulatory requirements and guidance 

material related to the aforementioned 

factors to identify opportunities for 

improving survivability during a 

ditching event. 

The Task 

The Transport Airplane 

Crashworthiness and Ditching Working 

Group is tasked to: 

1. Specifically advise and make 

written recommendations on what 

airframe-level crashworthiness and 

ditching standards to incorporate into 

14 CFR part 25 and any associated 

advisory material. 

2. Evaluate §§ 25.561, 25.562, 25.563, 

25.785, 25.787, 25.789, 25.801, 25.807, 

25.1411, 25.1415, and associated 

regulatory guidance material (e.g., ACs 

and policy memorandums) to determine 

what aspects need to be revised to 

maintain the current level of safety. 

Evaluate Special Conditions Nos. 

25–321–SC, 25–362–SC, 25–528–SC, 

25–537–SC, as a basis for future 

requirements. The Transport Airplane 

Crashworthiness and Ditching Working 

Group will specifically review the 

following factors in making its 

recommendations: 

a. Fuselage size effects as discussed in 

FAA report DOT/FAA/CT–TN90/23; 

b. Safety benefit considerations as 

identified in CAA Paper 96011 (and any 

subsequent revisions); 

c. Other non-traditional airplane level 

configurations or structural 

configurations (e.g., non-skin, stringer, 

frame construction). 

3. Make recommendations, using the 

information in FAA reports DOT/FAA/ 

TC–14/8 (draft), DOT/FAA/AR–95/54, 

DOT/FAA/CT–92/04, DOT/FAA/CT– 

84/3, FAA policy memorandum PS– 

ANM100–1982–00124, and any other 

pertinent information that may be 

available on: 

a. Assumptions used in establishing 

the airplane configuration for ditching, 

both planned and unplanned; 

b. Validation of assumptions used for 

establishing airplane flight performance 

for planned and unplanned ditching 

scenarios; 

c. Procedures to be used to execute a 

successful ditching; 

d. Minimum equipment needed to 

address the likely ditching scenarios. 

4. Consider the performance of 

existing-conventional metallic airframe 

structure in crash conditions (with 

consideration to size effects) when 

developing recommendations for 

airframe-level crashworthiness and 

ditching standards, such that 

conventionally configured airplanes 

fabricated with typical metallic 

materials and design details can be 

shown to meet the proposed regulations 

without extensive investigation or 

documentation. 

5. Based on the Transport Airplane 

Crashworthiness and Ditching Working 

Group recommendations, perform the 

following: 

a. Estimate what regulated parties will 

do differently as a result of the proposed 

regulation and how much it would cost; 

b. Estimate the improvement (if any) 

in survivability of future accidents from 

this proposed regulation (cite evidence 

in the historical record as support if 

possible); 

c. Estimate any other benefits (e.g., 

reduced administrative burden) or costs 

that would result from implementation 

of the recommendations. 

6. Develop a report containing 

recommendations on whether to 

incorporate airframe-level 

crashworthiness and ditching standards 

into 14 CFR part 25, the recommended 

requirements, and any associated 

advisory material. 

7. Develop a report containing 

recommendations on the findings and 

results of the tasks explained above. 

a. The report should document both 

majority and dissenting positions on the 

findings and the rationale for each 

position. 

b. Any disagreements should be 

documented, including the rationale for 

each position and the reason for the 

disagreement. 

8. Consider EASA requirements, 

accepted means of compliance (AMC) 

and guidance material (GM) for 

harmonization to the extent possible. 

9. The Transport Airplane 

Crashworthiness and Ditching Working 

Group may be reinstated to assist the 

ARAC by responding to the FAA’s 

questions or concerns after the 

recommendation report has been 

submitted. 

Schedule 

The recommendation report must be 

submitted to the FAA for review and 

acceptance no later than 24 months after 

publication of this notice. 

Working Group Activity 

The Transport Airplane 

Crashworthiness and Ditching Working 

Group must comply with the procedures 

adopted by the ARAC. As part of the 

procedures, the working group must: 

1. Conduct a review and analysis of 

the assigned tasks and any other related 

materials or documents. 

2. Draft and submit a work plan for 

completion of the task, including the 

rationale supporting such a plan, for 

consideration by the Transport Airplane 

and Engine Subcommittee. 

3. Provide a status report at each 

Transport Airplane and Engine 

Subcommittee meeting. 


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31948 Federal Register / Vol. 80, No. 107 / Thursday, June 4, 2015 / Notices 

4. Draft and submit the 

recommendation report based on the 

review and analysis of the assigned 

tasks. 

5. Present the recommendation report 

at the Transport Airplane and Engine 

Subcommittee meeting. 

Participation in the Working Group 

The Transport Airplane 

Crashworthiness and Ditching Working 

Group will be comprised of technical 

experts having an interest in the 

assigned task. A working group member 

need not be a member representative of 

the ARAC. The FAA would like a wide 

range of members to ensure all aspects 

of the tasks are considered in 

development of the recommendations. 

The provisions of the August 13, 2014 

Office of Management and Budget 

guidance, ‘‘Revised Guidance on 

Appointment of Lobbyists to Federal 

Advisory Committees, Boards, and 

Commissions’’ (79 FR 47482), continues 

the ban on registered lobbyists 

participating on Agency Boards and 

Commissions if participating in their 

‘‘individual capacity.’’ The revised 

guidance now allows registered 

lobbyists to participate on Agency 

Boards and Commissions in a 

‘‘representative capacity’’ for the 

‘‘express purpose of providing a 

committee with the views of a 

nongovernmental entity, a recognizable 

group of persons or nongovernmental 

entities (an industry, sector, labor 

unions, or environmental groups, etc.) 

or state or local government.’’ (For 

further information see Lobbying 

Disclosure Act of 1995 (LDA) as 

amended, 2 U.S.C. 1603, 1604, and 

1605.) 

If you wish to become a member of 

the Transport Airplane Crashworthiness 

and Ditching Working Group, write the 

person listed under the caption FOR

FURTHER INFORMATION CONTACT

expressing that desire. Describe your 

interest in the task and state the 

expertise you would bring to the 

working group. The FAA must receive 

all requests by July 6, 2015. The ARAC 

and the FAA will review the requests 

and advise you whether or not your 

request is approved. 

If you are chosen for membership on 

the working group, you must actively 

participate in the working group by 

attending all meetings, and providing 

written comments when requested to do 

so. You must devote the resources 

necessary to support the working group 

in meeting any assigned deadlines. You 

must keep your management chain and 

those you may represent advised of 

working group activities and decisions 

to ensure the proposed technical 

solutions do not conflict with the 

position of those you represent. Once 

the working group has begun 

deliberations, members will not be 

added or substituted without the 

approval of the ARAC Chair, the FAA, 

including the Designated Federal 

Officer, and the Working Group Chair. 

The Secretary of Transportation 

determined the formation and use of the 

ARAC is necessary and in the public 

interest in connection with the 

performance of duties imposed on the 

FAA by law. 

ARAC meetings are open to the 

public. However, meetings of the 

Transport Airplane Crashworthiness 

and Ditching Working Group are not 

open to the public, except to the extent 

individuals with an interest and 

expertise are selected to participate. The 

FAA will make no public 

announcement of working group 

meetings. 

Issued in Washington, DC, on May 28, 

2015. 

Brenda D. Courtney, 

Acting Designated Federal Officer, Aviation 

Rulemaking Advisory Committee. 

[FR Doc. 2015–13542 Filed 6–3–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Highway Administration 

Notice of Final Federal Agency Actions 

on Proposed Highway in California 

AGENCY: Federal Highway 

Administration (FHWA), DOT. 

ACTION: Notice of Limitation on Claims 

for Judicial Review of Actions by the 

California Department of Transportation 

(Caltrans), pursuant to 23 U.S.C. 327, 

and the U.S. Army Corps of Engineers 

(USACOE). 

SUMMARY: The FHWA, on behalf of 

Caltrans, is issuing this notice to 

announce actions taken by Caltrans that 

are final within the meaning of 23 

U.S.C. 139(l)(1). The actions relate to a 

proposed highway project, San Diego 

Freeway (I–405) Improvement Project 

from State Route (SR) 73 to Interstate 

605 (I–605). Work is proposed as 

follows: 

—From Post Mile (PM) 9.3 to Post Mile 

24.2 in Orange County and Post Mile 

0.0 to Post Mile 1.2; 12–ORA–22 p.m. 

R0.7/R3.8/12–ORA–22 p.m. R0.5/

R0.7; 12–ORA–73 p.m. R27.2/R27.8/

12–ORA–605 p.m. 3.5/R1.6; 07–LA– 

605 p.m. R0.0/R1.2 in the Counties of 

Orange and Los Angeles, State of 

California. 

Those actions grant licenses, permits, 

and approvals for the project. 

DATES: By this notice, the FHWA, on 

behalf of Caltrans, is advising the public 

of final agency actions subject to 23 

U.S.C. 139(I)(1). A claim seeking 

judicial review of the Federal agency 

actions on the highway project will be 

barred unless the claim is filed on or 

before November 2, 2015. If the Federal 

law that authorizes judicial review of a 

claim provides a time period of less 

than 150 days for filing such claim, then 

that shorter time period still applies. 

FOR FURTHER INFORMATION CONTACT: 

Smita Deshpande, Branch Chief, 

California Department of Transportation 

District 12, Division of Environmental 

Analysis, 3347 Michelson Drive, Suite 

100, Irvine, California 92612, during 

normal business hours from 8:00 a.m. to 

5:00 p.m., Telephone number (949) 724– 

2800, email: smita.deshpande@

dot.ca.gov. 

SUPPLEMENTARY INFORMATION: Effective 

July 1, 2007, the Federal Highway 

Administration (FHWA) assigned, and 

the California Department of 

Transportation (Caltrans) assumed 

environmental responsibilities for this 

project pursuant to 23 U.S.C. 327. 

Notice is hereby given that Caltrans has 

taken final agency actions subject to 23 

U.S.C. 139(I)(1) by issuing licenses, 

permits, and approvals for the I–405 

Improvement Project in the State of 

California. The project’s Selected 

Alternative includes the addition of one 

GP lane in each direction on I–405 from 

Euclid Street to the I–605 interchange, 

plus the addition of a tolled Express 

Lane in each direction of I–405 from 

SR–73 to SR–22 East. The tolled Express 

Lane and the existing HOV lanes would 

be managed jointly as a tolled Express 

Facility with two lanes in each direction 

from SR–73 to I–605. Access to the SR– 

73 Express Lane Facility would be via 

construction of the new direct connector 

to SR–73 south of the I–405 junction. 

Auxiliary lanes would be added at 

various locations. The project may be 

implemented in phases and/or segments 

and procured under one or more 

contracts, including the option of using 

design/bid/build, design-build or 

public/private contract authority. The 

project is planned to be constructed in 

54 months. The project is intended to 

reduce congestion, enhance operations, 

increase mobility, improve trip 

reliability, maximize throughput, 

optimize operations, and minimize 

environmental impacts and ROW 

acquisition. It will more effectively 

serve existing and future travel demand 

within Orange County and between 

Orange and Los Angeles Counties. The 


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