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contains regulatory documents having general

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Rules and Regulations Federal Register

55629 

Vol. 78, No. 176 

Wednesday, September 11, 2013 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No. FAA–2013–0781; Special 

Conditions No. 23–261–SC] 

Special Conditions: Cirrus Design 

Corporation, Model SF50; Inflatable 

Three-Point Restraint Safety Belt With 

an Integrated Airbag Device 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Cirrus Design Corporation 

(Cirrus), model SF50. This airplane will 

have novel and unusual design features 

associated with installation of an 

inflatable three-point restraint safety 

belt with an integrated airbag device at 

the pilot and co-pilot seats to include 

optional installations at other passenger 

seat locations. 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 September 11, 

2013. We must receive comments by 

October 11, 2013. 

ADDRESSES: Send comments identified 

by docket number [FAA–2013–0781] 

using any of the following methods: 

b Federal eRegulations Portal: Go to 

http://www.regulations.gov and follow 

the online instructions for sending your 

comments electronically. 

b 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. 

b Hand Delivery of Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington DC, between 9 

a.m., and 5 p.m., Monday through 

Friday, except Federal holidays. 

b Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://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. 

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: Mr. 

Bob Stegeman, Federal Aviation 

Administration, Aircraft Certification 

Service, Small Airplane Directorate, 

ACE–111, 901 Locust, Kansas City, 

Missouri, 816–329–4140, fax 816–329– 

4090. 

SUPPLEMENTARY INFORMATION: The FAA 

has determined that notice and 

opportunity for prior public comment is 

impractical because these procedures 

would significantly delay issuance of 

approval and thus delivery of the 

affected aircraft. In addition, 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 ask that you send 

us two copies of written comments. 

We will consider all comments we 

receive on or before the closing date for 

comments. We will consider comments 

filed late if it is possible to do so 

without incurring expense or delay. We 

may change these special conditions 

based on the comments we receive. 

Background 

On September 9, 2008, Cirrus applied 

for a Type Certificate for their new 

Model SF50. The SF50 is a singleengine turbofan powered jet that can 

carry up to seven occupants. 

This aircraft will include a three-point 

safety belt restraint system with 

integrated airbags for the pilot and copilot seats. The aircraft will have airbags 

as a standard feature on all of the pilot 

and copilot seat locations with optional 

airbags offered at other passenger 

locations. Optional locations must meet 

all applicable special conditions. 

The inflatable restraint systems are a 

three-point safety belt restraint system 

consisting of a lap belt and shoulder 

harness with an inflatable airbag 

attached to the lap belt. The inflatable 

portion of the restraint system will rely 

on sensors to activate the inflator 

electronically for deployment. 

When activated, the airbags will 

inflate and provide a protective cushion 

between the occupant’s head and the 

structure within the airplane. This will 

reduce the potential for head and torso 

injury. The inflatable restraint behaves 

in a manner similar to an automotive 

airbag; however, in this case, the airbag 

is integrated into the lap belt. While 

airbags and inflatable restraints are 

standard in the automotive industry, the 

use of an inflatable restraint system is 

novel for general aviation operations. 

The FAA has determined that this 

project will be accomplished based on 

providing the same current level of 

safety as the conventional certification 

basis airplane occupant restraint 

systems. The FAA has two primary 

safety concerns with the installation of 

airbags or inflatable restraints: 

• They perform properly under 

foreseeable operating conditions; and 

• They do not perform in a manner or 

at such times as to impede the pilot’s 


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55630 Federal Register / Vol. 78, No. 176 / Wednesday, September 11, 2013 / Rules and Regulations 

ability to maintain control of the 

airplane or constitute a hazard to the 

airplane or occupants. 

The latter point has the potential to be 

the more rigorous of the requirements. 

An unexpected deployment while 

conducting the takeoff or landing phases 

of flight may result in an unsafe 

condition. The unexpected deployment 

may either startle the pilot or generate 

a force sufficient to cause a sudden 

movement of the control yoke. Either 

action could result in a loss of control 

of the airplane, the consequences of 

which are magnified due to the low 

operating altitudes and speeds during 

these phases of flight. The FAA has 

considered this when establishing these 

special conditions. 

The inflatable restraint system relies 

on sensors to activate the inflator 

electronically for deployment. These 

sensors could be susceptible to 

inadvertent activation, causing 

deployment in a potentially unsafe 

manner. The consequences of an 

inadvertent deployment must be 

considered in establishing the reliability 

of the system. The applicant must show 

that the effects of an inadvertent 

deployment in flight are not a hazard to 

the airplane or that an inadvertent 

deployment is extremely improbable. In 

addition, general aviation aircraft are 

susceptible to a large amount of 

cumulative wear and tear on a restraint 

system. The potential for inadvertent 

deployment may increase because of 

this cumulative damage. Therefore, the 

impact of wear and tear on inadvertent 

deployment must be considered. The 

effect of this cumulative damage means 

a life limit must be established for the 

appropriate system components in the 

restraint system design. 

There are additional factors to be 

considered to minimize the chances of 

inadvertent deployment. General 

aviation airplanes are exposed to a 

unique operating environment, since the 

same airplane may be used by both 

experienced and student pilots. The 

effect of this environment on 

inadvertent deployment must be 

understood. Therefore, qualification 

testing of the firing hardware/software 

must consider the following: 

• The airplane vibration levels 

appropriate for a general aviation 

airplane; and 

• The airplane inertial loads that 

result from typical flight or ground 

maneuvers, including gusts and hard 

landings. 

Any tendency for the firing mechanism 

to activate as a result of these loads or 

acceleration levels is unacceptable. 

Other influences on inadvertent 

deployment include High Intensity 

Electromagnetic Fields (HIRF) and 

lightning. Since the sensors that trigger 

deployment are electronic, they must be 

protected from the effects of these 

threats. To comply with HIRF and 

lightning requirements, the inflatable 

restraint system is considered a critical 

system, since its inadvertent 

deployment could have a hazardous 

effect on the airplane. 

Given the level of safety of the 

occupant restraints currently installed, 

the inflatable restraint system must 

show it will offer an equivalent level of 

protection for an emergency landing. If 

an inadvertent deployment occurs, the 

restraint must still be at least as strong 

as a Technical Standard Order approved 

belt and shoulder harnesses. There is no 

requirement for the inflatable portion of 

the restraint to offer protection during 

multiple impacts, where more than one 

impact would require protection. 

The inflatable restraint system must 

deploy and provide protection for each 

occupant under an emergency landing 

condition. The seats of the model SF50 

airplanes are certificated to the 

structural requirements of § 23.562; 

therefore, the test emergency landing 

pulses identified in § 23.562 must be 

used to satisfy this requirement. 

A wide range of occupants may use 

the inflatable restraint; therefore, the 

protection offered by this restraint 

should be effective for occupants that 

range from the fifth percentile female to 

the ninety-fifth percentile male. Energy 

absorption must be performed in a 

consistent manner for this occupant 

range. 

In support of this operational 

capability, there must be a means to 

verify the integrity of this system before 

each flight. Cirrus may establish 

inspection intervals where they have 

demonstrated the system to be reliable 

between these intervals. 

An inflatable restraint may be 

‘‘armed’’ even though no occupant is 

using the seat. While there will be 

means to verify the integrity of the 

system before flight, it is also prudent to 

require unoccupied seats with active 

restraints not constitute a hazard to any 

occupant. This will protect any 

individual performing maintenance 

inside the cockpit while the aircraft is 

on the ground. The restraint must also 

provide suitable visual warnings that 

would alert rescue personnel to the 

presence of an inflatable restraint 

system. 

In addition, the design must prevent 

the inflatable seatbelt from being 

incorrectly buckled and/or installed 

such that the airbag would not properly 

deploy. Cirrus may show that such 

deployment is not hazardous to the 

occupant and will still provide the 

required protection. 

The cabin of the Cirrus model SF50 

airplane is a confined area and the FAA 

is concerned that noxious gasses may 

accumulate if the airbag deploys. When 

deployment occurs, either by design or 

inadvertently, there must not be a 

release of hazardous quantities of gas or 

particulate matter into the cockpit. 

An inflatable restraint should not 

increase the risk already associated with 

fire. Therefore, the inflatable restraint 

should be protected from the effects of 

fire to avoid creating an additional 

hazard by, for example, a rupture of the 

inflator. 

Finally, the airbag is likely to have a 

large volume displacement, and 

possibly impede the egress of an 

occupant. Since the airbag deflates to 

absorb energy, it is likely that the 

inflatable restraint would be deflated at 

the time an occupant would attempt 

egress. However, it is appropriate to 

specify a time interval after which the 

inflatable restraint may not impede 

rapid egress. Ten seconds has been 

chosen as reasonable time. This time 

limit will offer a level of protection 

throughout the impact event. 

Type Certification Basis 

Under the provisions of 14 CFR 21.17, 

Cirrus must show that the model SF50 

meets the applicable provisions of part 

23, as amended by amendment 23–62 

thereto. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 23, Amendment 23– 

62) do not contain adequate or 

appropriate safety standards for the 

SF50 because of a novel or unusual 

design feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the SF50 must comply with 

the fuel vent and exhaust emission 

requirements of 14 CFR part 34, 

amendment 34–4, and the noise 

certification requirements of 14 CFR 

part 36, amendment 36–28; and the 

FAA must issue a finding of regulatory 

adequacy under § 611 of Public Law 92– 

574, the ‘‘Noise Control Act of 1972.’’ 

The FAA issues special conditions in 

accordance with §§ 11.19 and 11.38 and 

they become part of the type 

certification basis under § 21.17(a)(2). 

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 


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Federal Register / Vol. 78, No. 176 / Wednesday, September 11, 2013 / Rules and Regulations 55631 

design feature, the special conditions 

would also apply to the other model. 

Novel or Unusual Design Features 

The SF50 will incorporate the 

following novel or unusual design 

feature: 

A three-point safety belt restraint 

system incorporating an inflatable 

airbag. 

Discussion 

The SF50 will have novel and 

unusual design features associated with 

installation of an inflatable three-point 

restraint safety belt with an integrated 

airbag device at the pilot and co-pilot 

seats. The manufacturer will also offer 

optional airbags at other passenger 

locations. Optional locations must meet 

all applicable special conditions. The 

purpose of the airbag is to reduce the 

potential for injury in the event of an 

accident. In a severe impact, an airbag 

will deploy from the lap belt in a 

manner similar to an automotive airbag. 

The airbag will deploy between the 

head of the occupant and airplane 

interior structure, which will provide 

some protection to the head of the 

occupant. The restraint will rely on 

sensors to activate the inflator 

electronically for deployment. 

Section 23.562 states performance 

criteria for seats and restraints in an 

objective manner. However, none of 

these criteria is adequate to address the 

specific issues raised concerning 

inflatable restraints. Therefore, the FAA 

has determined that, in addition to the 

requirements of parts 21 and 23, special 

conditions are needed to address the 

installation of this inflatable restraint. 

Accordingly, these special conditions 

are adopted for the Cirrus Design 

Corporation Model SF50 airplane 

equipped with three-point inflatable 

restraints. Other conditions may be 

developed, as needed, based on further 

FAA review and discussions with the 

manufacturer and civil aviation 

authorities. 

Applicability 

As discussed above, these special 

conditions are applicable to the model 

SF50 equipped with the three-point 

inflatable restraint systems. Should 

Cirrus Design Corporation 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 model 

SF50 airplanes. It is not a rule of general 

applicability and it affects only the 

applicant who applied to the FAA for 

approval of these features on the 

airplane. 

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, because a 

delay would significantly affect the 

certification of the airplane, which is 

imminent, the FAA has determined that 

prior public notice and comment are 

unnecessary and impracticable, 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 23 

Aircraft, Aviation safety, Signs and 

symbols. 

Citation 

The authority citation for these 

special conditions is as follows: 

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

44701; 14 CFR 21.16 and 21.17; and 14 CFR 

11.19 and 11.38. 

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 the Cirrus Design 

Corporation Model SF 50 airplane. 

1. Inflatable Three-Point Restraint 

Safety Belt with an Integrated Airbag 

Device 

a. It must be shown that the inflatable 

restraint will deploy and provide 

protection under crash conditions. 

Compliance will be demonstrated using 

the dynamic test condition specified in 

§ 23.562(b)(2). It is not necessary to 

account for floor warpage, as required 

by § 23.562(b)(3), or vertical dynamic 

loads, as required by § 23.562(b)(1). The 

means of protection must take into 

consideration a range of stature from a 

5th percentile female to a 95th 

percentile male. The inflatable restraint 

must provide a consistent approach to 

energy absorption throughout that 

range. 

b. The inflatable restraint must 

provide adequate protection for each 

occupant. In addition, unoccupied seats 

that have an active restraint must not 

constitute a hazard to any occupant. 

c. The design must prevent the 

inflatable restraint from being 

incorrectly buckled and/or incorrectly 

installed such that the airbag would not 

properly deploy. Alternatively, it must 

be shown that such deployment is not 

hazardous to the occupant and will 

provide the required protection. 

d. It must be shown that the inflatable 

restraint 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) that 

are likely to be experienced in service. 

e. It must be extremely improbable for 

an inadvertent deployment of the 

restraint system to occur, or an 

inadvertent deployment must not 

impede the pilot’s ability to maintain 

control of the airplane or cause an 

unsafe condition (or hazard to the 

airplane). In addition, a deployed 

inflatable restraint must be at least as 

strong as a Technical Standard Order 

(C114) certificated belt and shoulder 

harness. 

f. It must be shown that deployment 

of the inflatable restraint system is not 

hazardous to the occupant or result in 

injuries that could impede rapid egress. 

This assessment should include 

occupants whose restraint is loosely 

fastened. 

g. It must be shown that an 

inadvertent deployment that could 

cause injury to a standing or sitting 

person is improbable. In addition, the 

restraint must provide suitable visual 

warnings that would alert rescue 

personnel to the presence of an 

inflatable restraint system. 

h. It must be shown that the inflatable 

restraint will not impede rapid egress of 

the occupants 10 seconds or later after 

its deployment. 

i. For the purposes of complying with 

HIRF and lightning requirements, the 

inflatable restraint system is considered 

a critical system since its deployment 

could have a hazardous effect on the 

airplane. 

j. It must be shown that the inflatable 

restraints will not release hazardous 

quantities of gas or particulate matter 

into the cabin. 

k. The inflatable restraint system 

installation must be protected from the 

effects of fire such that no hazard to 

occupants will result. 

l. There must be a means to verify the 

integrity of the inflatable restraint 

activation system prior to each flight or 

it must be demonstrated to reliably 

operate between inspection intervals. 

m. A life limit must be established for 

appropriate system components. 

n. Qualification testing of the internal 

firing mechanism must be performed at 


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55632 Federal Register / Vol. 78, No. 176 / Wednesday, September 11, 2013 / Rules and Regulations 

vibration levels appropriate for a general 

aviation airplane. 

Issued in Kansas City, Missouri on 

September 4, 2013. 

Earl Lawrence, 

Manager, Small Airplane Directorate, Aircraft 

Certification Service. 

[FR Doc. 2013–22101 Filed 9–10–13; 8:45 am] 

BILLING CODE 4910–13–P 

ENVIRONMENTAL PROTECTION 

AGENCY 

40 CFR Parts 9 and 721 

[EPA–HQ–OPPT–2011–0941; FRL–9398–7] 

RIN 2070–AB27 

Significant New Use Rule on Certain 

Chemical Substances 

AGENCY: Environmental Protection 

Agency (EPA). 

ACTION: Final rule. 

SUMMARY: Under the Toxic Substances 

Control Act (TSCA), EPA is finalizing 

the significant new use rule (SNUR) for 

three chemical substances which were 

the subject of premanufacture notices 

(PMNs) and subject to a TSCA section 

5(e) consent order issued by EPA. This 

action requires persons who intend to 

manufacture (including import) or 

process any of these three chemical 

substances for an activity that is 

designated as a significant new use by 

this final rule to notify EPA at least 90 

days before commencing that activity. 

The required notification will provide 

EPA with the opportunity to evaluate 

the intended use and, if necessary, to 

prohibit or limit that activity before it 

occurs. 

DATES: This final rule is effective 

October 11, 2013. 

ADDRESSES: The docket for this action, 

identified by docket identification (ID) 

number EPA–HQ–OPPT–2011–0941, is 

available at http://www.regulations.gov 

or at the Office of Pollution Prevention 

and Toxics Docket (OPPT Docket), 

Environmental Protection Agency 

Docket Center (EPA/DC), EPA West 

Bldg., Rm. 3334, 1301 Constitution Ave. 

NW., Washington, DC. The Public 

Reading Room is open from 8:30 a.m. to 

4:30 p.m., Monday through Friday, 

excluding legal holidays. The telephone 

number for the Public Reading Room is 

(202) 566–1744, and the telephone 

number for the OPPT Docket is (202) 

566–0280. Please review the visitor 

instructions and additional information 

about the docket available at http://

www.epa.gov/dockets. 

FOR FURTHER INFORMATION CONTACT: 

For technical information contact: 

Kenneth Moss, Chemical Control 

Division (7405M), Office of Pollution 

Prevention and Toxics, Environmental 

Protection Agency, 1200 Pennsylvania 

Ave. NW., Washington, DC 20460–0001; 

telephone number: (202) 564–9232; 

email address: moss.kenneth@epa.gov. 

For general information contact: The 

TSCA-Hotline, ABVI-Goodwill, 422 

South Clinton Ave., Rochester, NY 

14620; telephone number: (202) 554– 

1404; email address: TSCA-Hotline@

epa.gov. 

SUPPLEMENTARY INFORMATION: 

I. Does this action apply to me? 

You may be potentially affected by 

this action if you manufacture, process, 

or use the chemical substances 

contained in this final rule. Potentially 

affected entities may include, but are 

not limited to: 

• Manufacturers or processors of the 

subject chemical substances (NAICS 

codes 325 and 324110), e.g., chemical 

manufacturing and petroleum refineries. 

This listing is not intended to be 

exhaustive, but rather provides a guide 

for readers regarding entities likely to be 

affected by this action. Other types of 

entities not listed in this unit could also 

be affected. The North American 

Industrial Classification System 

(NAICS) codes have been provided to 

assist you and others in determining 

whether this action might apply to 

certain entities. To determine whether 

you or your business may be affected by 

this action, you should carefully 

examine the applicability provisions in 

§ 721.5. If you have questions regarding 

the applicability of this action to a 

particular entity, consult the technical 

person listed under FOR FURTHER

INFORMATION CONTACT. 

This action may also affect certain 

entities through pre-existing import 

certification and export notification 

rules under TSCA. Chemical importers 

are subject to the TSCA section 13 (15 

U.S.C. 2612) import certification 

requirements promulgated at 19 CFR 

12.118 through 12.127 and 19 CFR 

127.28. Chemical importers must certify 

that the shipment of the chemical 

substance complies with all applicable 

rules and orders under TSCA. Importers 

of chemicals subject to a SNUR must 

certify their compliance with the SNUR 

requirements. The EPA policy in 

support of import certification appears 

at 40 CFR part 707, subpart B. In 

addition, any persons who export or 

intend to export a chemical substance 

that is the subject of a proposed or final 

SNUR are subject to the export 

notification provisions of TSCA section 

12(b) (15 U.S.C. 2611(b)) (see § 721.20), 

and must comply with the export 

notification requirements in 40 CFR part 

707, subpart D. 

II. Background 

A. What action is the agency taking? 

EPA is finalizing a SNUR under TSCA 

section 5(a)(2) for three chemical 

substances that were the subject of 

PMNs and subject to a TSCA section 

5(e) consent order issued by EPA. The 

SNUR is codified at 40 CFR 721.10515. 

The final SNUR designates as a 

significant new use manufacture 

(including import) or processing in the 

presence of the restrictions required in 

the consent order. The final SNUR for 

these substances is based on and 

consistent with the provisions in the 

underlying consent order. This final 

action requires persons who intend to 

manufacture or process the chemical 

substances for an activity that is 

designated as a significant new use by 

this final rule to notify EPA at least 90 

days before commencing that activity. 

This rule was proposed in the Federal 

Register issue of January 23, 2013 (78 

FR 4806) (FRL–6369–9). EPA received 

no public comments in response to the 

proposal for PMNs P–10–58, P–10–59, 

and P–10–60. Therefore, the Agency is 

issuing a final SNUR, as proposed that: 

1. Revises significant new use 

requirements for specific uses identified 

in the consent order. 

EPA did receive and comments on the 

remaining chemical substance in the 

proposed rule, PMN P–07–0204 

(§ 721.10509), and will address that in a 

future, separate action. 

B. What is the agency’s authority for 

taking this action? 

Section 5(a)(2) of TSCA (15 U.S.C. 

2604(a)(2)) authorizes EPA to determine 

that a use of a chemical substance is a 

‘‘significant new use.’’ EPA must make 

this determination by rule after 

considering all relevant factors, 

including those listed in TSCA section 

5(a)(2). Once EPA determines that a use 

of a chemical substance is a significant 

new use, TSCA section 5(a)(1)(B) 

requires persons to submit a significant 

new use notice (SNUN) to EPA at least 

90 days before they manufacture or 

process the chemical substance for that 

use. Persons who must report are 

described in § 721.5. 

C. Applicability of General Provisions 

General provisions for SNURs appear 

in 40 CFR part 721, subpart A. These 

provisions describe persons subject to 

the rule, recordkeeping requirements, 

exemptions to reporting requirements, 


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