Federal Register / Vol. 81, No. 2 / Tuesday, January 5, 2016 / Rules and Regulations 147 

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, 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. 

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 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–26–08: Amendment 39–18356; Docket 

No. FAA–2015–8311; Directorate 

Identifier 2015–CE–039–AD. 

(a) Effective Date 

This AD is effective January 20, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Piper Aircraft, Inc. 

Model PA–44–180 Seminole airplanes, serial 

numbers (S/Ns) 44–7995001 through 44– 

8195026, 4495001 through 4496377, 

4496379, 4496380, and 4496384 through 

4496386; and Piper Aircraft, Inc. Model PA– 

44–180T Seminole airplanes, S/Ns 44– 

8107001 through 44–8207020, certificated in 

any category. 

(d) Subject 

Joint Aircraft System Component (JASC)/

Air Transport Association (ATA) of America 

Code 2720, Rudder Control System. 

(e) Unsafe Condition 

This AD was prompted by a report of a 

misrouted emergency gear extension cable. 

We are issuing this AD to require an 

inspection and, if necessary, modification of 

the emergency gear extension cable. We are 

issuing this AD to correct the unsafe 

condition on these products. 

(f) Compliance 

Comply with paragraphs (g)(1) through 

(g)(2) including all subparagraph’s of this AD 

within the compliance times specified, 

unless already done. 

(g) Actions 

(1) For Piper Model PA–44–180 Seminole 

airplanes serial numbers (S/N) 4496245 

through 4496377, 4496379, 4496380, and 

4496384 through 4496386: Within 30 days 

after January 20, 2016 (the effective date of 

this AD), inspect the emergency gear 

extension cable for proper routing and 

appropriate attachment of the cable to the 

rudder pedal assembly following the Part 1 

instructions in Piper Aircraft, Inc. Service 

Bulletin (SB) No. 1213A, dated October 23, 

2015. 

(i) If the inspection required in paragraph 

(g)(1) of this AD reveals a misrouted cable, 

before further flight, correct the emergency 

gear extension cable following the Part 2 

instructions in Piper Aircraft, Inc. SB No. 

1213A, dated October 23, 2015. 

(ii) If the inspection required in paragraph 

(g)(1) of this AD reveals a correct installation 

following the Part 1 instructions in Piper 

Aircraft, Inc. SB No. 1213A, dated October 

23, 2015, no further action is required. 

(2) For Piper Model PA–44–180 Seminole 

airplanes SNs 44–7995001 through 44– 

8195026, 4495001 through 4496244; and 

Piper Model PA–44–180T Seminole 

airplanes, SNs 44–8107001 through 44– 

8207020: Within 30 days after January 20, 

2016 (the effective date of this AD), install 

the Piper emergency gear extension cable 

modification kit, part number 88433–002, 

following the instructions in Piper Aircraft, 

Inc. SB No. 1188, dated April 14, 2008. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Atlanta ACO, FAA, has 

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in 

paragraph (k) of this AD. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/

certificate holding district office. 

(i) Related Information 

For more information about this AD, 

contact Hector Hernandez, Aerospace 

Engineer, FAA, Atlanta Aircraft Certification 

Office, 1701 Columbia Avenue, College Park, 

Georgia 30337; telephone: (404) 474–5587; 

fax: (404) 474–5606; email: 

hector.hernandez@faa.gov. 

(j) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) 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) Piper Aircraft, Inc. Service Bulletin No. 

1188, dated April 14, 2008. 

(ii) Piper Aircraft, Inc. Service Bulletin No. 

1213A, dated October 23, 2015. 

(3) For Piper Aircraft, Inc. service 

information identified in this AD, contact 

Piper Aircraft, Inc., Customer Service, 2926 

Piper Drive, Vero Beach, Florida 32960; 

telephone: (877) 879–0275; fax: none; email: 

customer.service@piper.com; Internet: 

www.piper.com. 

(4) You may review the referenced service 

information at the FAA, Small Airplane 

Directorate, 901 Locust, Kansas City, 

Missouri 64106. For information on the 

availability of this material at the FAA, call 

(816) 329–4148. 

(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 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Kansas City, Missouri, on 

December 23, 2015. 

Pat Mullen, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–32907 Filed 1–4–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0335; Directorate 

Identifier 2013–SW–021–AD; Amendment 

39–18358; AD 2015–26–10] 

RIN 2120–AA64 

Airworthiness Directives; Sikorsky 

Aircraft Corporation Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Sikorsky Aircraft Corporation (Sikorsky) 

Model S–76A, S–76B, and S–76C 

helicopters. This AD requires inspecting 

the main gearbox (MGB) lower housing 

jet bores for leaks, paint or caulk 

blistering, and liner protrusion. This AD 

was prompted by several reports of 

MGB low oil pressure warnings which 

were determined to be the result of 

unsecured jet bore liners that had 

protruded. The actions are intended to 

prevent failure of the MGB from loss of 

oil, which could result in subsequent 

loss of control of the helicopter. 


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148 Federal Register / Vol. 81, No. 2 / Tuesday, January 5, 2016 / Rules and Regulations 

DATES: This AD is effective February 9, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain document listed in this AD 

as of February 9, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

Sikorsky Aircraft Corporation, Customer 

Service Engineering, 124 Quarry Road, 

Trumbull, Connecticut 06611; telephone 

1–800–Winged–S or 203–416–4299; 

email sikorskywcs@sikorsky.com. You 

may review a copy of the referenced 

service information at the FAA, Office 

of the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 

6N–321, Fort Worth, Texas 76177. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for or 

locating Docket No. FAA–2014–0335; 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, any incorporated-by-reference 

service information, the economic 

evaluation, any comments received, and 

other information. The street address for 

the Docket Operations Office (phone: 

800–647–5527) 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: Kirk 

Gustafson, Aviation Safety Engineer, 

Boston Aircraft Certification Office, 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, 

Massachusetts 01803; telephone (781) 

238–7190; email kirk.gustafson@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

On June 2, 2014, at 79 FR 31231, 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 

Sikorsky Model S–76A, S–76B, and S– 

76C helicopters with a MGB installed 

that has undergone certain repairs. The 

NPRM proposed to require, within 50 

hours time-in-service (TIS), inspecting 

the MGB for leaks, paint or caulk 

blistering, and liner protrusion. If there 

is oil leakage or protrusion of a jet bore 

liner, the NPRM proposed to require 

replacing the MGB before further flight. 

The NPRM also proposed to require, 

within 1,500 hours TIS, replacing the 

MGB with an MGB that was not subject 

to the applicability of the NPRM unless 

it had been repaired in accordance with 

a later overhaul and repair procedure. 

The NPRM was prompted by four 

reports of protruding jet bore liners on 

Sikorsky S–76 helicopters with a MGB, 

part number (P/N) 76351–09000 series, 

76351–09500 series, and 76351–09600 

series. During an overhaul of the MGB, 

the jet bore liner retaining pins were not 

adequately drilled into the liner, 

allowing the jet bore liner to move in 

the housing, because the overhaul and 

repair instruction (ORI) did not 

adequately describe procedures and 

housing wall thickness limitations for 

installing the retaining pins. Movement 

of the jet bore liner into the housing 

allows oil to leak between the liner and 

the housing, possibly resulting in loss of 

oil in the MGB, which could result in 

failure of the MGB and subsequent loss 

of control of the helicopter. 

At the time we issued the NPRM, we 

understood these repairs had been made 

in accordance with Sikorsky ORI No. 

76350–065, Revisions A through E. 

However, the incident MGBs had only 

been repaired in accordance with 

Sikorsky ORI No. 76350–065, Revision 

A or earlier. Sikorsky ORI 76350–065, 

Revisions B through F, resolve the 

unsafe condition by clarifying the 

retaining pin installation instructions. 

This AD now reflects that clarification. 

Comments 

After our NPRM (79 FR 31231, June 

2, 2014) was published, we received 

comments from one commenter. 

Request 

Sikorsky stated the proposed 

requirement to overhaul the affected 

MGBs within 1,500 hours TIS is overly 

conservative because the daily visual 

inspection is adequate to ensure safety 

until the next overhaul period. Sikorsky 

further commented that the 1,500 hour 

compliance time would be burdensome 

to operators and not cost effective. 

When asked for additional information 

to support this comment, Sikorsky 

stated that its maintenance program has 

a major inspection, and not a MGB 

overhaul, every 1,500 hours. The major 

inspection does not require removal of 

the MGB. Overhaul of the MGB for 

Model S76A helicopters occurs every 

3,250 hours and for Model S76B/C 

helicopters occurs every 3,750 hours. 

We agree. We intended the proposed 

requirement to provide a terminating 

action that coincides with overhaul of 

the MGB. We incorrectly understood the 

1,500-hour major inspection involved 

removing the MGB from the helicopter. 

We agree that due to the gradual loss of 

oil, safety is maintained with the 

repetitive inspections until the MGB is 

replaced or overhauled when specified 

in the maintenance program. We have 

revised paragraph (e)(2) of this AD to 

require replacement of the MGB ‘‘within 

3,750 hours TIS’’ instead of ‘‘within 

1,500 hours TIS.’’ 

Sikorsky also commented that 

limiting acceptable repairs to those 

performed in accordance with Sikorksy 

ORI 76350–065 Revision F was 

unnecessary because Revision B and 

subsequent revisions provide 

installation details that are structurally 

equivalent to Revision F. When asked 

for additional information to support 

this comment, Sikorsky stated the 

changes in Revision B clarified the pin 

retention instructions sufficiently to 

resolve the oil leakage issue. Although 

Revision F provides for the installation 

of an additional pin, Sikorsky stated 

that this is not a significant change. 

Sikorsky confirmed that all reports of oil 

leakage involved repairs using the 

procedures in Revision A or earlier. 

We agree. We reexamined Sikorsky 

ORI No. 76350–065 and its revisions 

and found Revisions B through F 

structurally equivalent with only minor 

changes and improvements. We have 

changed paragraphs (a) and (e) of this 

AD to reference the appropriate 

revisions of Sikorsky ORI No. 76350– 

065. 

FAA’s Determination 

We have reviewed the relevant 

information, considered the comments 

received, and determined that an unsafe 

condition exists and is likely to exist or 

develop on other products of these same 

type designs and that air safety and the 

public interest require adopting the AD 

requirements as proposed with the 

changes described previously. These 

changes are consistent with the intent of 

the proposals in the NPRM (79 FR 

31231, June 2, 2014), and will not 

increase the economic burden on any 

operator nor increase the scope of this 

AD. 

Related Service Information Under 1 

CFR Part 51 

Sikorsky issued Alert Service Bulletin 

(ASB) 76–66–50, Basic Issue, dated 

January 14, 2013 (ASB 76–66–50) for 

Model S–76A, S–76B, and S–76C 

helicopters with an MGB P/N 76351– 

09000 series, 76351–09500 series, and 

76351–09600 series, which have been 

repaired in accordance with ORI No. 

76350–065 or ORI No. 76350–065, 

Revision A. ASB 76–66–50 describes 

procedures for inspecting each MGB 

lower housing jet bore for leaking oil, 

paint or caulk blistering, and liner 

protrusion. If there is any liner 

protrusion or leaking oil between the 


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Federal Register / Vol. 81, No. 2 / Tuesday, January 5, 2016 / Rules and Regulations 149 

liner and the housing, the ASB requires 

replacing the MGB. If there is paint or 

caulk blistering, the ASB requires 

further inspecting for leaking oil by 

replacing the jet bore packing, 

performing a ground run of the main 

rotor for 30 minutes, and re-inspecting 

the jet bore for leaking oil. 

This 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 Sikorsky ORI No. 

76350–065, Revision B, dated June 10, 

2011; Revision C, dated June 27, 2011; 

Revision D, dated January 20, 2012; 

Revision E, dated January 27, 2012; and 

Revision F, dated May 10, 2012. This 

service information describes 

procedures for repairing the retaining 

ring groove areas of the MGB jet bores 

and installing retaining pins in the jet 

bore liners. 

Differences Between This AD and the 

Service Information 

The ASB specifies compliance by a 

specific calendar date, while the 

compliance time in this AD is in hours 

TIS. The ASB does not specify a 

terminating action for the recurring 

inspections of the MGB jet bores; while 

this AD does specify a terminating 

action for the recurring inspections. 

Costs of Compliance 

We estimate that this AD affects 53 

helicopters of U.S. Registry. We estimate 

that operators may incur the following 

costs in order to comply with this AD. 

At an average labor rate of $85 per workhour, inspecting the jet bore liners 

requires about 1.1 work-hours, for a cost 

per helicopter of $94 and a total cost to 

US operators of $4,982 per inspection 

cycle. If required, repairing a jet bore 

liner requires about 14 work-hours, and 

required parts cost $200, for a cost per 

helicopter of $1,390. If required, 

replacing the MGB requires about 134 

work-hours, and required parts cost 

$994,000, for a cost per helicopter of 

$1,005,390. 

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 

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 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–26–10 Sikorsky Aircraft Corporation 

(Sikorsky): Amendment 39–18358; 

Docket FAA–2014–0335; Directorate 

Identifier 2013–SW–021–AD. 

(a) Applicability 

This AD applies to Sikorsky Model S–76A, 

S–76B, and S–76C helicopters with a main 

gearbox (MGB) part number (P/N) 76351– 

09000 series, 76351–09500 series, and 

76351–09600 series installed that has been 

repaired in accordance with Sikorsky 

Overhaul and Repair Instruction (ORI) No. 

76350–065, dated November 12, 1982 (ORI 

76350–065), or ORI No. 76350–065, Revision 

A, dated September 21, 1984 (ORI 76350– 

065A), certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as an 

unsecured MGB lower housing jet bore liner. 

This condition may cause the liner to move 

out of place, allowing oil to leak from the 

MGB, resulting in MGB failure and 

subsequent loss of control of the helicopter. 

(c) Effective Date 

This AD becomes effective February 9, 

2016. 

(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 50 hours time-in-service (TIS), 

and thereafter at intervals not to exceed 6 

hours TIS, inspect each MGB lower housing 

jet bore (jet bore), as depicted in Figures 3 

and 4 of Sikorsky S–76 Alert Service Bulletin 

76–66–50, Basic Issue, dated January 14, 

2013 (ASB 76–66–50), for liner protrusion or 

movement, paint or caulk blistering, or oil 

leakage. 

(i) If there is any liner protrusion or 

movement, before further flight, replace the 

MGB with an MGB that has not been repaired 

in accordance with ORI 76350–065 or ORI 

76350–065A, unless it has been subsequently 

repaired in accordance with Sikorsky ORI 

No. 76350–065, Revision B, dated June 10, 

2011 (ORI 76350–065B); Sikorsky ORI No. 

76350–065, Revision C, dated June 27, 2011 

(ORI 76350–065C); Sikorsky ORI No. 76350– 

065, Revision D, dated January 20, 2012 (ORI 

76350–065D); Sikorsky ORI No. 76350–065, 

Revision E, dated January 27, 2012 (ORI 

76350–065E); or Sikorsky ORI No. 76350– 

065, Revision F, dated May 10, 2012 (ORI 

76350–065F). 

(ii) If there is any oil leakage or paint or 

caulk blistering, inspect the jet bore for liner 

protrusion and perform a leakage check by 

following the Accomplishment Instructions, 

Paragraphs 3.C.(1) through 3.C.(6)(a), of ASB 

76–66–50. 

(iii) If any moisture or droplets of MGB oil 

are visible on a jet bore after accomplishing 

the leakage check specified in paragraph 

3.C.(6)(a) of ASB 76–66–50, repeat 

paragraphs 3.C(4) through 3.C(6) of ASB 76– 

66–50. If any moisture or droplets of MGB oil 

are still visible, before further flight, replace 

the MGB with an MGB that has not been 

repaired in accordance with ORI 76350–065 

or ORI 76350–065A, unless it has been 

subsequently repaired in accordance with 

ORI 76350–065B, ORI 76350–065C, ORI 

76350–065D, ORI 76350–065E, or ORI 

76350–065F. 


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150 Federal Register / Vol. 81, No. 2 / Tuesday, January 5, 2016 / Rules and Regulations 

(2) Within 3,750 hours TIS, replace the 

MGB with an MGB that has not been repaired 

in accordance with ORI 76350–065 or ORI 

76350–065A, unless it has been subsequently 

repaired in accordance with ORI 76350– 

065B, ORI 76350–065C, ORI 76350–065D, 

ORI 76350–065E, or ORI 76350–065F. This is 

terminating action for the repetitive 

inspections required by this AD. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Boston Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Send your proposal to: 

Kirk Gustafson, Aviation Safety Engineer, 

Boston Aircraft Certification Office, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, Massachusetts 

01803; telephone (781) 238–7190; email 

kirk.gustafson@faa.gov. 

(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 

Sikorsky Overhaul and Repair Instruction 

No. 76350–065, dated November 12, 1982; 

Revision A, dated September 21, 1984; 

Revision B, dated June 10, 2011; Revision C, 

dated June 27, 2011; Revision D, dated 

January 20, 2012; Revision E, dated January 

27, 2012; and Revision F, dated May 10, 

2012, which are not incorporated by 

reference, contain additional information 

about the subject of this AD. You may review 

a copy of this service information at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 6N– 

321, Fort Worth, Texas 76177. 

(h) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6320, Main Rotor Gearbox. 

(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) Sikorsky S–76 Alert Service Bulletin 

76–66–50, Basic Issue, dated January 14, 

2013. 

(ii) Reserved. 

(3) For Sikorsky service information 

identified in this final rule, contact Sikorsky 

Aircraft Corporation, Customer Service 

Engineering, 124 Quarry Road, Trumbull, 

Connecticut 06611; telephone 1–800– 

Winged–S or 203–416–4299; email 

sikorskywcs@sikorsky.com. 

(4) You may view this service information 

at FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, Texas 76177. For 

information on the availability of this 

material at the FAA, call (817) 222–5110. 

(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 

(202) 741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Fort Worth, Texas, on December 

23, 2015. 

John Hardie, 

Acting Manager, Rotorcraft Directorate, 

Aircraft Certification Service. 

[FR Doc. 2015–33013 Filed 1–4–16; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF COMMERCE 

National Oceanic and Atmospheric 

Administration 

15 CFR Part 902 

50 CFR Part 679 

[Docket No. 140304192–5999–02] 

RIN 0648–BE05 

Fisheries of the Exclusive Economic 

Zone Off Alaska; Bering Sea and 

Aleutian Islands Management Area; 

New Cost Recovery Fee Programs 

AGENCY: National Marine Fisheries 

Service (NMFS), National Oceanic and 

Atmospheric Administration (NOAA), 

Commerce. 

ACTION: Final rule. 

SUMMARY: NMFS publishes regulations 

to implement cost recovery fee programs 

for the Western Alaska Community 

Development Quota (CDQ) Program for 

groundfish and halibut, and three 

limited access privilege programs: The 

American Fisheries Act (AFA), Aleutian 

Islands Pollock, and Amendment 80 

Programs. The Magnuson-Stevens 

Fishery Conservation and Management 

Act (Magnuson-Stevens Act) authorizes 

and requires the collection of cost 

recovery fees for the CDQ Program and 

limited access privilege programs. Cost 

recovery fees recover the actual costs 

directly related to the management, data 

collection, and enforcement of the 

programs. The Magnuson-Stevens Act 

mandates that cost recovery fees not 

exceed 3 percent of the annual ex-vessel 

value of fish harvested by a program 

subject to a cost recovery fee. This 

action is intended to promote the goals 

and objectives of the Magnuson-Stevens 

Act, the Fishery Management Plan for 

Groundfish of the Bering Sea and 

Aleutian Islands Management Area 

(FMP), and other applicable laws. 

DATES: Effective February 4, 2016. 

ADDRESSES: Electronic copies of the 

Regulatory Impact Review (the 

Analysis) and the Categorical Exclusion 

prepared for this action may be obtained 

from http://www.regulations.gov or from 

the NMFS Alaska Region Web site at 

http://alaskafisheries.noaa.gov. 

Written comments regarding the 

burden-hour estimates or other aspects 

of the collection of information 

requirements contained in this final rule 

may be submitted by mail to NMFS, 

Alaska Region, P.O. Box 21668, Juneau, 

AK 99802–1668, Attn: Ellen Sebastian, 

Records Officer; in person at NMFS, 

Alaska Region, 709 West 9th Street, 

Room 420A, Juneau, AK; or by email to 

OIRA_submission@omb.eop.gov or fax 

to (202) 395–5806. 

FOR FURTHER INFORMATION CONTACT: 

Glenn Merrill, (907) 586–7228. 

SUPPLEMENTARY INFORMATION: NMFS 

manages the groundfish fisheries in the 

Federal exclusive economic zone of the 

Bering Sea and Aleutian Islands 

Management Area (BSAI) under the 

FMP. The North Pacific Fishery 

Management Council (Council) 

prepared the FMP under the authority of 

the Magnuson-Stevens Act, 16 U.S.C. 

1801 et seq. Regulations governing U.S. 

fisheries and implementing this FMP 

appear at 50 CFR parts 600 and 679. 

The International Pacific Halibut 

Commission (IPHC) and NMFS manage 

fishing for Pacific halibut through 

regulations established under the 

authority of the Northern Pacific Halibut 

Act of 1982 (Halibut Act). The IPHC 

promulgates regulations governing the 

halibut fishery under the Convention 

between the United States and Canada 

for the Preservation of the Halibut 

Fishery of the Northern Pacific Ocean 

and Bering Sea (Convention). The 

IPHC’s regulations are subject to 

approval by the Secretary of State with 

the concurrence of the Secretary of 

Commerce (Secretary). NMFS publishes 

the IPHC’s regulations as annual 

management measures pursuant to 50 

CFR 300.62. The Halibut Act, at sections 

773c(a) and (b), provides the Secretary 

with general responsibility to carry out 

the Convention and the Halibut Act. 

Statutory Authority 

The primary statutory authority for 

this action is section 304(d) of the 

Magnuson-Stevens Act. Section 

304(d)(2)(A) of the Magnuson-Stevens 

Act specifies that the Secretary is 

authorized and shall collect a fee to 

recover the actual costs directly related 

to the management, data collection, and 

enforcement of any limited access 

privilege (LAP) program and community 

development quota (CDQ) program that 


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