This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

30525 

Vol. 83, No. 126 

Friday, June 29, 2018 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2018–0320; Special 

Conditions No. 25–731–SC] 

Special Conditions: Bombardier Model 

BD–500–1A10 and BD–500–1A11 

Airplanes, Installation of Inflatable Lap 

Belts on Seats 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Bombardier Inc. 

(Bombardier) Model BD–500–1A10 and 

BD–500–1A11 airplanes. These 

airplanes will have a novel or unusual 

design feature when compared to the 

state of technology envisioned in the 

airworthiness standards for transport 

category airplanes. This design feature 

is installation of inflatable lap belts on 

seats. 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: This action is effective on 

Bombardier on June 29, 2018. Send 

comments on or before August 13, 2018. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2018–0320 using 

any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE, Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE, Washington, DC, between 9 

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

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket website, 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). 

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 Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE, Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Alan Sinclair, Airframe and Cabin 

Section, AIR–675, Transport Standards 

Branch, Policy and Innovation Division, 

Aircraft Certification Service, Federal 

Aviation Administration, 2200 South 

216th Street, Des Moines, Washington 

98198; telephone and fax 206–231– 

3215; email alan.sinclair@faa.gov. 

SUPPLEMENTARY INFORMATION: The 

substance of these special conditions 

previously has been published in the 

Federal Register for public comment. 

These special conditions have been 

derived without substantive change 

from those previously issued. It is 

unlikely that prior public comment 

would result in a significant change 

from the substance contained herein. 

Therefore, the FAA has determined that 

prior public notice and comment are 

unnecessary, and finds that, for the 

same reason, good cause exists for 

adopting these special conditions upon 

publication in the Federal Register. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive by the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On December 6, 2017, Bombardier 

applied for an amendment to Type 

Certificate No. T00008NY to include the 

new Model BD–500–1A10 and BD–500– 

1A11 airplanes. These airplanes, which 

are a derivative of the Model BD–500 

currently approved under Type 

Certificate No. T00008NY, are transportcategory, twin-engine airplanes. The 

BD–500–1A10 has seating for 110 to 130 

passengers and an estimated maximum 

take-off weight of 129,000 lbs. The BD– 

500–1A11 has seating for 130–150 

passengers and an estimated maximum 

take-off weight of 144,000 lbs. 

Type Certification Basis 

Under the provisions of title 14, Code 

of Federal Regulations (14 CFR) 21.101, 

Bombardier must show that the Model 

BD–500–1A10 and BD–500–1A11 

airplanes meet the applicable provisions 

of the regulations listed in Type 

Certificate No. T00008NY, or the 

applicable regulations in effect on the 

date of application for the change except 

for earlier amendments as agreed upon 

by the FAA. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Bombardier Model BD–500– 

1A10 and BD–500–1A11 airplanes 

because of a novel or unusual design 

feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same novel or unusual 

design feature, or should any other 

model already included on the same 


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30526 Federal Register / Vol. 83, No. 126 / Friday, June 29, 2018 / Rules and Regulations 

type certificate be modified to 

incorporate the same novel or unusual 

design feature, these special conditions 

would also apply to the other model 

under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Bombardier Model BD– 

500–1A10 and BD–500–1A11 airplanes 

must comply with the fuel-vent and 

exhaust-emission requirements of 14 

CFR part 34, and the noise-certification 

requirements of 14 CFR part 36. 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

The Bombardier Model BD–500–1A10 

and BD–500–1A11 airplanes will 

incorporate the following novel or 

unusual design feature: 

Installation of inflatable lap belts on 

seats. 

Discussion 

The inflatable lap belt has two 

potential advantages over other means 

of head-impact protection. First, it can 

provide significantly greater protection 

than would be expected with energyabsorbing pads, and second, it can 

provide essentially equivalent 

protection for occupants of all stature. 

These are significant advantages from a 

safety standpoint, because such devices 

will likely provide a level of safety that 

exceeds the minimum standards of part 

25. Conversely, inflatable lap belts in 

general are active systems and must be 

relied upon to activate properly when 

needed, as opposed to an energyabsorbing pad or upper torso restraint 

that is passive and always available. 

Therefore, the potential advantages 

must be balanced against this and other 

potential disadvantages to develop 

standards for this design feature. 

The FAA has considered the 

installation of inflatable lap belts to 

have two primary safety concerns: First, 

that they perform properly under 

foreseeable operating conditions; and 

second, that they do not perform in a 

manner or at such times as would 

constitute a hazard to the airplane or 

occupants. This latter point has the 

potential to be the more rigorous of the 

requirements, owing to the active nature 

of the system. 

The inflatable lap belt will rely on 

electronic sensors for signaling, and will 

employ an automatic inflation 

mechanism for activation, so that it is 

available when needed. These same 

devices could be susceptible to 

inadvertent activation, causing 

deployment in a potentially unsafe 

manner. The consequences of such 

deployment must be considered in 

establishing the reliability of the system. 

The applicant must substantiate that the 

effects of an inadvertent deployment in 

flight are either not a hazard to the 

airplane, or that such deployment is an 

extremely improbable occurrence (less 

than 10¥9 per flight hour). The effect of 

an inadvertent deployment on a 

passenger or crewmember that might be 

positioned close to the inflatable lap 

belt should also be considered. The 

person could be either standing or 

sitting. A minimum reliability level will 

have to be established for this case, 

depending upon the consequences, even 

if the effect on the airplane is negligible. 

The potential for an inadvertent 

deployment could be increased as a 

result of conditions in service. The 

installation must take into account wear 

and tear so that the likelihood of an 

inadvertent deployment is not increased 

to an unacceptable level. In this context, 

an appropriate inspection interval and 

self-test capability are considered 

necessary. Other outside influences are 

lightning and high-intensity radiated 

fields (HIRF). Existing regulations 

regarding lightning, § 25.1316, and 

HIRF, § 25.1317, are applicable. For 

compliance with those conditions, if 

inadvertent deployment could cause a 

hazard to the airplane, the inflatable lap 

belt is considered a critical system; if 

inadvertent deployment could cause 

injuries to persons, the inflatable lap 

belt should be considered an essential 

system. Finally, the inflatable lap-belt 

installation should be protected from 

the effects of fire, so that an additional 

hazard is not created by, for example, a 

rupture of a pyrotechnic squib. 

To function as an effective safety 

system, the inflatable lap belt must 

function properly and must not 

introduce any additional hazards to 

occupants as a result of its functioning. 

The inflatable lap belt differs variously 

from traditional occupant-protection 

systems and requires special conditions 

to ensure adequate performance. 

Because the inflatable lap belt is 

essentially a single-use device, it could 

potentially deploy under crash 

conditions that are not sufficiently 

severe as to require head-injury 

protection from the inflatable lap belt. 

And because an actual crash is 

frequently composed of a series of 

impacts before the airplane comes to 

rest, this could render the inflatable lap 

belt useless if a larger impact follows 

the initial impact. This situation does 

not exist with energy-absorbing pads or 

upper-torso restraints, which tend to 

provide continuous protection 

regardless of severity or number of 

impacts in a crash event. Therefore, the 

inflatable lap-belt installation should be 

such that the inflatable lap belt will 

provide protection when it is required, 

by not expending its protection during 

a less-severe impact. Also, it is possible 

to have several large impact events 

during the course of a crash, but there 

will be no requirement for the inflatable 

lap belt to provide protection for 

multiple impacts. 

Given that each occupant’s restraint 

system provides protection for that 

occupant only, the installation must 

address unoccupied seats. It will be 

necessary to show that the required 

protection is provided for each occupant 

regardless of the number of occupied 

seats, and that unoccupied seats may 

have lap belts that are active. 

The inflatable lap belt should be 

effective for a wide range of occupants. 

The FAA has historically considered the 

range from the 5th percentile female to 

the 95th percentile male as the range of 

occupants that must be taken into 

account. In this case, the FAA is 

proposing consideration of a broader 

range of occupants due to the nature of 

the lap-belt installation and its close 

proximity to the occupant. In a similar 

vein, these persons could have assumed 

the brace position for those accidents 

where an impact is anticipated. Test 

data indicate that occupants in the brace 

position do not require supplemental 

protection, so it would not be necessary 

to show that the inflatable lap belt will 

enhance the brace position. However, 

the inflatable lap belt must not 

introduce a hazard when it is deployed 

into a seated, braced occupant. 

Another area of concern is the use of 

seats so equipped by children, whether 

they are lap-held, sitting in approved 

child-safety seats, or occupying the seat 

directly. Although specifically 

prohibited by FAA operating 

regulations, the use of the 

supplementary loop belt (‘‘belly belt’’) 

may be required by other civil aviation 

authorities, and should also be 

considered with the purpose of meeting 

those regulations. Similarly, if the seat 

is occupied by a pregnant woman, the 

installation needs to address such usage, 

either by demonstrating that it will 

function properly, or by adding 

appropriate limitation on usage. 

The inflatable lap belt will be 

electrically powered. Likewise, the 

system could possibly fail due to a 

separation in the fuselage. Because this 

system is intended as crash/post-crash 

protection means, failure due to fuselage 

separation is not acceptable. As with 

emergency lighting, the restraint system 

should function properly if such a 


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Federal Register / Vol. 83, No. 126 / Friday, June 29, 2018 / Rules and Regulations 30527 

separation occurs at any point in the 

fuselage. 

Because the inflatable lap belt is 

likely to have a large volume 

displacement, the inflated bag could 

potentially impede egress of passengers. 

However, the lap-belt bag deflates to 

absorb energy, so it is likely that an 

inflatable lap belt would be deflated by 

the time passengers begin to leave their 

seats. Nonetheless, it is appropriate to 

specify a time interval after which the 

inflatable lap belt may not impede rapid 

egress. The maximum time allowed for 

an exit to open fully after actuation is 

10 seconds, according to § 25.809(b)(2). 

Therefore, the FAA has established 10 

seconds as the time interval that the 

inflatable lap belt must not impede 

rapid egress from the seat after it is 

deployed. In actuality, it is unlikely that 

a flight attendant would prepare an exit 

this quickly in an accident severe 

enough to warrant deployment of the 

inflatable lap belt. The inflatable lap 

belt will likely deflate much more 

quickly than 10 seconds. 

This potential impediment to rapid 

egress is even more critical at the seats 

installed in the emergency-exit rows. 

Installation of inflatable restraints at the 

Type III exit rows presents different 

egress concerns as compared with frontrow seats. However, the need to address 

egress is already part of the special 

conditions, so the special conditions are 

not changed at this time. As noted 

below, the method of compliance with 

the special conditions may involve 

specific considerations when an 

inflatable restraint is installed at Type 

III exits. Section 25.813 clearly requires 

access to the exit from the main aisle in 

the form of an unobstructed 

passageway, and no interference in 

opening the exit. The restraint system 

must not create an impediment to the 

access to, and the opening of, the exit. 

These lap belts should be evaluated in 

the exit row under existing regulations 

(§§ 25.809 and 25.813) and guidance 

material. The inflatable lap belts must 

also be evaluated in post-crash 

conditions, and should be evaluated 

using representative restraint systems in 

the bag-deployed condition. 

This evaluation would include 

reviewing the access to, and opening of, 

the exit, specifically for obstructions in 

the egress path; and any interferences in 

opening the exit. Each unique interior 

configuration must be considered, e.g., 

passageway width, single or dual 

passageways with outboard seat 

removed, etc. If the restraint creates any 

obstruction or interference, it is likely 

that it could impede rapid egress from 

the airplane. In some cases, the 

passenger is the one who will open the 

exit, such as a Type III over-wing hatch. 

Project-specific means-of-compliance 

guidance is likely necessary if these 

restraint systems are installed at the 

Type III exit rows. 

Note that the special conditions are 

applicable to the inflatable lap-belt 

system as installed. The special 

conditions are not an installation 

approval. Therefore, while the special 

conditions relate to each such system 

installed, the overall installation 

approval is separate, and must consider 

the combined effects of all such systems 

installed. 

Bombardier will install inflatable lap 

belts, a novel design feature, on certain 

seats of their Model BD–500–1A10 and 

BD–500–1A11 airplanes, to reduce the 

potential for head injury if an accident 

occurs. The inflatable lap belt works 

similar to an automotive inflatable air 

bag, except that the air bag in the 

applicant’s design is integrated into the 

lap belt of the restraint system. 

The performance criteria for headinjury protection in objective terms is 

stated in § 25.562. However, none of 

these criteria are adequate to address the 

specific issues raised concerning seats 

with inflatable lap belts. The FAA 

therefore has determined that, in 

addition to the requirements of part 25, 

special conditions are needed to address 

requirements particular to the 

installation of seats with inflatable lap 

belts. 

Accordingly, in addition to the 

passenger-injury criteria specified in 

§ 25.785, these special conditions are for 

Bombardier Model BD–500–1A10 and 

BD–500–1A11 airplanes equipped with 

inflatable lap belts. Other conditions 

may be developed, as needed, based on 

further FAA review and discussions 

with the manufacturer and civil-aviation 

authorities. 

Part I of part 25, appendix F specifies 

the flammability requirements for 

interior materials and components. 

There is no reference to inflatable 

restraint systems in appendix F, because 

such devices did not exist at the time 

the flammability requirements were 

written. The existing requirements are 

based on material types as well as use, 

and have been specified in light of stateof-the-art materials available to perform 

a given function. Without a specific 

reference, the default requirement 

would apply to the type of material used 

in making the inflatable restraint, which 

is a fabric in this case. However, in 

writing special conditions, the FAA 

must also consider the use of the 

material, and whether the default 

requirement is appropriate. In this case, 

the specialized function of the inflatable 

restraint means that highly specialized 

materials are needed. The standard 

normally applied to fabrics is a 12- 

second vertical ignition test. However, 

materials that meet this standard do not 

perform adequately as inflatable 

restraints. Because the safety benefit of 

the inflatable restraint is significant, the 

flammability standard appropriate for 

these devices should not screen out 

suitable materials and thereby 

effectively eliminate the use of 

inflatable restraints. The FAA must 

establish a balance between the safety 

benefit of the inflatable restraint and its 

flammability performance. Presently, 

the 2.5-inch-per-minute horizontal test 

is considered to provide that balance. 

As the state-of-the-art in materials 

progresses (which is expected), the FAA 

may change this standard in subsequent 

special conditions to account for 

improved materials. 

These special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to Bombardier 

Model BD–500–1A10 and BD–500– 

1A11 airplanes. Should Bombardier 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, these special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on one 

model series of airplanes. It is not a rule 

of general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

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

44701, 44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Bombardier Model 

BD–500–1A10 and BD–500–1A11 

airplanes. 

1. The inflatable lap belt must be 

shown to deploy and provide protection 

under crash conditions where it is 

necessary to prevent serious head 


sradovich on DSK3GMQ082PROD with RULES
30528 Federal Register / Vol. 83, No. 126 / Friday, June 29, 2018 / Rules and Regulations 

injury. The means of protection must 

take into consideration a range of stature 

from a two-year-old child to a 95th 

percentile male. The inflatable lap belt 

must provide a consistent approach to 

energy absorption throughout that range 

of occupants. In addition, the following 

situations must be considered. 

The seat occupant is: 

• Holding an infant 

• a child in a child-restraint device 

• a child not using a child-restraint 

device 

• a pregnant woman 

2. The inflatable lap belt must provide 

adequate protection for each occupant 

regardless of the number of occupants of 

the seat assembly, considering that 

unoccupied seats may have an active 

airbag system in the lap belt. 

3. The design must prevent the 

inflatable lap belt from being either 

incorrectly buckled or incorrectly 

installed such that the inflatable lap belt 

would not properly deploy. 

Alternatively, it must be shown that 

such deployment is not hazardous to the 

occupant, and will provide the required 

head-injury protection. 

4. The inflatable lap-belt system must 

be shown not to be 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), 

likely to be experienced in service. 

5. Deployment of the inflatable lap 

belt must not introduce injury 

mechanisms to the seated occupant, nor 

result in injuries that could impede 

rapid egress. This assessment should 

include an occupant who is in the brace 

position when it deploys, and an 

occupant whose inflatable lap belt is 

loosely fastened. 

6. An inadvertent deployment that 

could cause injury to a standing or 

sitting person must be shown to be 

improbable. 

7. It must be shown that inadvertent 

deployment of the airbag system in the 

lap belt, during the most critical part of 

the flight, either will not cause a hazard 

to the airplane or its occupants, or meets 

the requirement of § 25.1309(b). 

8. The inflatable lap belt must be 

shown to not impede rapid egress of 

occupants 10 seconds after its 

deployment. 

9. The inflatable lap-belt system must 

be protected from lightning and HIRF. 

The threats specified in existing 

regulations regarding lightning, 

§ 25.1316, and HIRF, § 25.1317, are 

incorporated by reference for the 

purpose of measuring lightning and 

HIRF protection. For the purposes of 

complying with HIRF requirements, the 

inflatable lap-belt system is considered 

a ‘‘critical system’’ if its deployment 

could have a hazardous effect on the 

airplane; otherwise it is considered an 

‘‘essential’’ system. 

10. The inflatable lap belt must 

function properly after loss of normal 

airplane electrical power, and after a 

transverse separation of the fuselage at 

the most critical location. A separation 

at the location of the lap belt does not 

have to be considered. 

11. The inflatable lap belt must be 

shown to not release hazardous 

quantities of gas or particulate matter 

into the cabin. 

12. The inflatable lap-belt installation 

must be protected from the effects of fire 

such that no hazard to occupants will 

result. 

13. A means must be available for a 

crewmember to verify the integrity of 

the inflatable-lap-belt-activation system 

prior to each flight, or it must be 

demonstrated to reliably operate 

between inspection intervals. 

14. The inflatable material may not 

have an average burn rate of greater than 

2.5 inches per minute when tested using 

the horizontal-flammability test as 

defined in 14 CFR part 25, appendix F, 

section I(b)(5). 

15. The airbag system in the lap belt, 

once deployed, must not adversely 

affect the emergency-lighting system 

(i.e., block floor-proximity lights to the 

extent that the lights no longer meet 

their intended function). 

Issued in Des Moines, Washington, on June 

25, 2018. 

Victor Wicklund, 

Manager, Transport Standards Branch, Policy 

and Innovation Division, Aircraft 

Certification Service. 

[FR Doc. 2018–13999 Filed 6–28–18; 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. 170621579–8522–02] 

RIN 0648–BG96 

Fisheries of the Exclusive Economic 

Zone Off Alaska; Nontrawl Lead Level 

2 Observers 

AGENCY: National Marine Fisheries 

Service (NMFS), National Oceanic and 

Atmospheric Administration (NOAA), 

Commerce. 

ACTION: Final rule. 

SUMMARY: NMFS issues regulations to 

modify specific provisions of the North 

Pacific Observer Program. The first two 

elements of this final rule implement 

requirements for an observer to obtain a 

nontrawl lead level 2 (LL2) deployment 

endorsement and implement a precruise meeting requirement for vessels 

required to carry an observer with a 

nontrawl LL2 deployment endorsement. 

These two elements are intended to 

increase the number of observers that 

qualify for a nontrawl LL2 deployment 

endorsement and maintain observer 

safety and data quality. The third 

element of this final rule removes 

duplicative and unnecessary reporting 

requirements and makes minor changes 

to reduce observer requirements for 

specific vessels when participating in 

the Western Alaska Community 

Development Quota (CDQ) Program. 

This action is intended to promote the 

goals and objectives of the MagnusonStevens Fishery Conservation and 

Management Act, the Fishery 

Management Plan for Groundfish of the 

Gulf of Alaska, and the Fishery 

Management Plan for Groundfish of the 

Bering Sea and Aleutian Islands 

Management Area, and other applicable 

law. 

DATES: Effective July 30, 2018. 

ADDRESSES: Electronic copies of the 

Regulatory Impact Review (RIR) and the 

Categorical Exclusion prepared for this 

action are available from 

www.regulations.gov or from the NMFS 

Alaska Region website at 

alaskafisheries.noaa.gov. All public 

comment letters submitted during the 

comment period may be obtained from 

www.regulations.gov/#!docketDetail;D=

NOAA-NMFS-2017-0071. 

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; and to OIRA 

by email to OIRA_Submission@

omb.eop.gov or by fax to 202–395–5806. 

FOR FURTHER INFORMATION CONTACT: 

Alicia M Miller, (907) 586–7228 or 

alicia.m.miller@noaa.gov. 

SUPPLEMENTARY INFORMATION: 

Authority for Action 

NMFS manages the groundfish 

fisheries in the exclusive economic zone 

under the Fishery Management Plan for 

Groundfish of the Gulf of Alaska (GOA 

FMP) and under the Fishery 

Management Plan for Groundfish of the 


sradovich on DSK3GMQ082PROD with RULES