60030 Federal Register / Vol. 80, No. 192 / Monday, October 5, 2015 / Rules and Regulations 

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 Gulfstream Model GVII–G500 

airplanes. 

1. In lieu of compliance with 

§ 25.335(b)(1), if the flight-control 

system includes functions that act 

automatically to initiate recovery before 

the end of the 20-second period 

specified in § 25.335(b)(1), VD/MD must 

be determined from the greater of the 

speeds resulting from conditions (a) and 

(b) of these special conditions. The 

speed increase occurring in these 

maneuvers may be calculated if reliable 

or conservative aerodynamic data are 

used. 

(a) From an initial condition of 

stabilized flight at VC/MC, the airplane 

is upset so as to take up a new flight 

path 7.5 degrees below the initial path. 

Control application, up to full authority, 

is made to try to maintain this new 

flight path. Twenty seconds after 

initiating the upset, manual recovery is 

made at a load factor of 1.5g (0.5 

acceleration increment), or such greater 

load factor that is automatically applied 

by the system with the pilot’s pitch 

control neutral. Power, as specified in 

§ 25.175(b)(1)(iv), is assumed until 

recovery is initiated, at which time 

power reduction, and the use of pilotcontrolled drag devices, may be used. 

(b) From a speed below VC/MC, with 

power to maintain stabilized level flight 

at this speed, the airplane is upset so as 

to accelerate through VC/MC at a flight 

path 15 degrees below the initial path 

(or at the steepest nose-down attitude 

that the system will permit with full 

control authority if less than 15 

degrees). The pilot’s controls may be in 

the neutral position after reaching VC/

MC and before recovery is initiated. 

Recovery may be initiated 3 seconds 

after operation of the high-speed 

warning system by application of a load 

of 1.5g (0.5 acceleration increment), or 

such greater load factor that is 

automatically applied by the system 

with the pilot’s pitch control neutral. 

Power may be reduced simultaneously. 

All other means of decelerating the 

airplane, the use of which is authorized 

up to the highest speed reached in the 

maneuver, may be used. The interval 

between successive pilot actions must 

not be less than 1 second. 

2. The applicant must also 

demonstrate that the speed margin, 

established as above, will not be 

exceeded in inadvertent or gust-induced 

upsets resulting in initiation of the dive 

from non-symmetric attitudes, unless 

the airplane is protected by the flightcontrol laws from getting into nonsymmetric upset conditions. The upset 

maneuvers described in Advisory 

Circular 25–7C, ‘‘Flight Test Guide for 

Certification of Transport Category 

Airplanes,’’ section 8, paragraph 32, 

sub-paragraphs c(3)(a), (b), and (c), may 

be used to comply with this 

requirement. 

3. The probability of any failure of the 

high-speed protection system, which 

would result in an airspeed exceeding 

those determined by Special Conditions 

1 and 2, must be less than 10¥5 per 

flight hour. 

4. Failures of the system must be 

annunciated to the pilots. Flight manual 

instructions must be provided that 

reduce the maximum operating speeds, 

VMO/MMO. With the system failed, the 

operating speed must be reduced to a 

value that maintains a speed margin 

between VMO/MMO and VD/MD, and that 

is consistent with showing compliance 

with § 25.335(b) without the benefit of 

the high-speed protection system. 

5. The applicant may request that the 

Master Minimum Equipment List relief 

for the high-speed protection system be 

considered by the FAA Flight 

Operations Evaluation Board, provided 

that the flight manual instructions 

indicate reduced maximum operating 

speeds as described in Special 

Condition 4. In addition, the flightdeck 

display of the reduced operating speeds, 

as well as the overspeed warning for 

exceeding those speeds, must be 

equivalent to that of the normal airplane 

with the high-speed protection system 

operative. Also, the applicant must 

show that no additional hazards are 

introduced with the high-speed 

protection system inoperative. 

Issued in Renton, Washington, September 

25, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–25275 Filed 10–2–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3877; Directorate 

Identifier 2015–SW–039–AD; Amendment 

39–18284; AD 2015–18–51] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are publishing a new 

airworthiness directive (AD) for Airbus 

Helicopters Model AS332C, AS332C1, 

AS332L, and AS332L1 helicopters, 

which was sent previously to all known 

U.S. owners and operators of these 

helicopters. This AD requires inspecting 

certain tail rotor (T/R) blades, replacing 

the set of T/R blades if there is damage, 

deactivating the rotor de-icing system, 

revising the rotorcraft flight manual 

(RFM), and installing a placard. This AD 

is prompted by a report of a T/R deicing system power supply box stuck in 

a ‘‘closed’’ position providing an 

uncontrolled and un-annunciated power 

supply to the system. These actions are 

intended to detect and prevent 

structural damage to the T/R blades 

caused by overheating, and subsequent 

loss of control of the helicopter. 

DATES: This AD becomes effective 

October 20, 2015 to all persons except 

those persons to whom it was made 

immediately effective by Emergency AD 

2015–18–51, issued on September 11, 

2015, which contains the requirements 

of this AD. 

We must receive comments on this 

AD by December 4, 2015. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

http://www.regulations.gov. Follow the 

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 

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Federal Register / Vol. 80, No. 192 / Monday, October 5, 2015 / Rules and Regulations 60031 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

3877; or in person at the Docket 

Operations Office between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this AD, the European Aviation 

Safety Agency (EASA) AD, the 

economic evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

Office (telephone 800–647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

For service information identified in 

this AD, contact Airbus Helicopters, 

2701 N. Forum Drive, Grand Prairie, TX 

75052; telephone (972) 641–0000 or 

(800) 232–0323; fax (972) 641–3775; or 

at http://www.airbushelicopters.com/

techpub. You may review the referenced 

service information at the FAA, Office 

of the Regional Counsel, Southwest 

Region, 10101 Hillwood Pkwy., Room 

6N–321, Fort Worth, TX 76177. 

FOR FURTHER INFORMATION CONTACT: 

George Schwab, Aviation Safety 

Engineer, Safety Management Group, 

Rotorcraft Directorate, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177; 

telephone (817) 222–5110; email 

george.schwab@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety, and 

we did not provide you with notice and 

an opportunity to provide your 

comments prior to it becoming effective. 

However, we invite you to participate in 

this rulemaking by submitting written 

comments, data, or views. We also 

invite comments relating to the 

economic, environmental, energy, or 

federalism impacts that resulted from 

adopting this AD. The most helpful 

comments reference a specific portion of 

the AD, explain the reason for any 

recommended change, and include 

supporting data. To ensure the docket 

does not contain duplicate comments, 

commenters should send only one copy 

of written comments, or if comments are 

filed electronically, commenters should 

submit them only one time. We will file 

in the docket all comments that we 

receive, as well as a report summarizing 

each substantive public contact with 

FAA personnel concerning this 

rulemaking during the comment period. 

We will consider all the comments we 

receive and may conduct additional 

rulemaking based on those comments. 

Discussion 

On September 11, 2015, we issued 

Emergency AD 2015–18–51 to correct an 

unsafe condition for Airbus Helicopters 

Model AS332C, AS332C1, AS332L, and 

AS332L1 helicopters with T/R de-icing 

installation unit part number (P/N) 

204ZP01Y01 and T/R blade P/N 

332A12–0055–XX (where XX is any 

dash number) installed. Emergency AD 

2015–18–51 requires inspecting each 

T/R blade, replacing the set of T/R 

blades if there is damage, deactivating 

the rotor de-icing system, revising the 

RFM, and installing a placard. 

Emergency AD 2015–18–51 was sent 

previously to all known U.S. owners 

and operators of these helicopters and 

was prompted by a report of a T/R deicing system power supply box stuck in 

a ‘‘closed’’ position providing an 

uncontrolled and un-annunciated power 

supply to the system. The T/R de-icing 

system is part of the entire rotor de-icing 

system. 

Emergency AD 2015–18–51 was 

prompted by AD No. 2015–0153–E, 

dated July 24, 2015, issued by EASA, 

which is the Technical Agent for the 

Member States of the European Union, 

to correct an unsafe condition for Airbus 

Helicopters Model AS332 C, AS332C1, 

AS332L, and AS332L1 helicopters, 

equipped with T/R de-icing installation 

unit P/N 204ZP01Y01 and T/R blade P/ 

N 332A12–0055–XX (where XX 

represents any dash number). EASA 

advises of a report of a T/R blade that 

was overheated and damaged after 

application of alternating current (AC) 

from a ground power unit (GPU) 

following a flight during which the deicing system was used. Subsequent 

analysis determined failure of the power 

supply box stuck in the ‘‘closed’’ 

position caused the uncontrolled power 

supply to the rotor blade de-icing 

system and subsequent damage. EASA 

also states that its AD is considered an 

interim action and further AD action 

may follow. 

FAA’s Determination 

These helicopters have been approved 

by the aviation authority of France and 

are approved for operation in the United 

States. Pursuant to our bilateral 

agreement with France, EASA, its 

technical representative, has notified us 

of the unsafe condition described in the 

EASA AD. We are issuing this AD 

because we evaluated all information 

provided by the EASA and determined 

the unsafe condition exists and is likely 

to exist or develop on other helicopters 

of these same type designs. 

Related Service Information 

Airbus Helicopters issued Alert 

Service Bulletin No. AS332–05.01.02, 

Revision 0, dated July 22, 2015 (ASB), 

which specifies, before each flight and 

before starting at least one engine, if the 

applicable helicopter has been supplied 

external 115V/400Hz AC GPU with the 

rotor stationary or if the de-icing system 

has been used or tested using an AC 

GPU with the rotor stationary or 

spinning, visually inspecting the T/R 

blades for burn marks, detached leading 

edge protection, or cracks at the skin/

leading edge protection junction. If at 

least one T/R blade is damaged, the ASB 

specifies replacing all of the T/R blades. 

AD Requirements 

This AD requires, before further flight, 

inspecting each T/R blade for a burn 

mark, any disbonding of the leading 

edge protection, and a crack at the 

junction of the skin and the leading 

edge protection. If there is a burn mark, 

any disbonding of the leading edge 

protection, or a crack at the junction of 

the skin and the leading edge protection 

on a T/R blade, this AD requires 

replacing all of the T/R blades with 

airworthy T/R blades. This AD also 

requires deactivating the rotor de-icing 

system, revising the RFM to state that 

the rotor de-icing system is deactivated 

and that flight into known icing is 

prohibited, and installing a placard 

stating that the rotor de-icing system is 

deactivated. 

Differences Between This AD and the 

EASA AD 

The EASA AD allows operation of the 

rotor de-icing system with a recurring 

inspection of the T/R blades. This AD 

requires an initial inspection and 

prohibits operation of the rotor de-icing 

system by deactivating the rotor de-icing 

system, revising the RFM to state the 

rotor de-icing system is deactivated and 

flight into known icing is prohibited, 

and installing a placard stating that the 

rotor de-icing system is deactivated. 

Interim Action 

We consider this AD to be an interim 

action. Once a modification to the rotor 

de-icing system design is evaluated, 

approved, and available, we might 

consider additional rulemaking. 

Costs of Compliance 

We estimate that this AD affects 19 

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. It takes about 1 work-hour to 

inspect the T/R blades for a cost of $85 

per helicopter and $1,615 for the U.S. 

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60032 Federal Register / Vol. 80, No. 192 / Monday, October 5, 2015 / Rules and Regulations 

fleet. It takes about 2 work-hours to 

deactivate the rotor de-icing system for 

a cost of $170 per helicopter and $3,230 

for the U.S. fleet. It takes about 0.5 

work-hour to revise the RFM for a cost 

of $43 per helicopter and $817 for the 

U.S. fleet. It takes about 0.5 work-hour 

and a negligible parts cost to install a 

placard for a cost of $43 per helicopter 

and $817 for the U.S. fleet. Replacing a 

set of T/R blades takes about 3 workhours for a labor cost of $255 per 

helicopter. Parts for 4-blade T/R set cost 

$167,644 for a total replacement cost of 

$167,899 per helicopter. Parts for a 5- 

blade T/R set cost $209,555 for a total 

replacement cost of $209,810 per 

helicopter. 

FAA’s Justification and Determination 

of the Effective Date 

Providing an opportunity for public 

comments prior to adopting these AD 

requirements would delay 

implementing the safety actions needed 

to correct this known unsafe condition. 

Therefore, we found and continue to 

find that the risk to the flying public 

justifies waiving notice and comment 

prior to the adoption of this rule 

because the previously described unsafe 

condition can adversely affect the 

controllability of the helicopter and the 

initial required action must be 

accomplished before further flight. 

Since it was found that immediate 

corrective action was required, notice 

and opportunity for prior public 

comment before issuing this AD were 

impracticable and contrary to public 

interest and good cause existed to make 

the AD effective immediately by 

Emergency AD 2015–18–51, issued on 

September 11, 2015, to all known U.S. 

owners and operators of these 

helicopters. These conditions still exist 

and the AD is hereby published in the 

Federal Register as an amendment to 

section 39.13 of the Federal Aviation 

Regulations (14 CFR 39.13) to make it 

effective to all persons. 

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 

We determined that 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, 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): 

2015–18–51 Airbus Helicopters: 

Amendment 39–18284; Docket No. 

FAA–2015–3877; Directorate Identifier 

2015–SW–039–AD. 

(a) Applicability 

This AD applies to Airbus Helicopters 

Model AS332C, AS332C1, AS332L, and 

AS332L1 helicopters with tail rotor (T/R) deicing installation unit part number (P/N) 

204ZP01Y01 and T/R blade P/N 332A12– 

0055–XX (where XX is any dash number) 

installed, certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as 

uncontrolled and un-annunciated power 

supply to the T/R de-icing system, which 

could overheat the T/R blades. This 

condition could result in structural damage 

to the T/R blades and subsequent loss of 

control of the helicopter. 

(c) Effective Date 

This AD becomes effective October 20, 

2015 to all persons except those persons to 

whom it was made immediately effective by 

Emergency AD 2015–18–51, issued on 

September 11, 2015, which contains the 

requirements of this AD. 

(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 

Before further flight: 

(1) Inspect each T/R blade for a burn mark, 

any disbonding of the leading edge 

protection, and a crack at the junction of the 

skin and the leading edge protection. 

Examples of a burn mark, disbonding, and a 

crack are shown in the photos under 

paragraph 3.B.2., Accomplishment 

Instructions, of Airbus Helicopters Alert 

Service Bulletin No. AS332–05.01.02, 

Revision 0, dated July 22, 2015. If there is a 

burn mark, any disbonding of the leading 

edge protection, or a crack at the junction of 

the skin and the leading edge protection on 

a T/R blade, replace all of the T/R blades 

with airworthy T/R blades. 

(2) Deactivate the rotor de-icing system. 

(3) Revise Section 2, Limitations, of the 

Protective Equipment for Flight in Icing 

Conditions supplement to the rotorcraft flight 

manual by inserting the following: ROTOR 

DE–ICING SYSTEM IS DEACTIVATED. 

FLIGHT INTO KNOWN ICING IS 

PROHIBITED. 

(4) Install a placard with 6 millimeter red 

letters on a white background next to the 

rotors de-icing control panel that states the 

following: ROTOR DE–ICING SYSTEM IS 

DEACTIVATED. 

(f) Special Flight Permits 

Special flight permits will be permitted for 

flights to a location where the required 

inspection can be performed provided the 

flight does not exceed 5 hours time-inservice. 

(g) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Safety Management 

Group, FAA, may approve AMOCs for this 

AD. Send your proposal to: George Schwab, 

Aviation Safety Engineer, Safety Management 

Group, Rotorcraft Directorate, FAA, 10101 

Hillwood Pkwy, Fort Worth, TX 76177; 

telephone (817) 222–5110; email 9-ASWFTW-AMOC-Requests@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 

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Federal Register / Vol. 80, No. 192 / Monday, October 5, 2015 / Rules and Regulations 60033 

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. 

(h) Additional Information 

(1) Airbus Helicopters Alert Service 

Bulletin No. AS332–05.01.02, Revision 0, 

dated July 22, 2015, which is not 

incorporated by reference, contains 

additional information about the subject of 

this AD. For service information identified in 

this AD, contact Airbus Helicopters, 2701 N. 

Forum Drive, Grand Prairie, TX 75052; 

telephone (972) 641–0000 or (800) 232–0323; 

fax (972) 641–3775; or at http://

www.airbushelicopters.com/techpub. You 

may review a copy of the service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 10101 Hillwood Pkwy., 

Room 6N–321, Fort Worth, TX 76177. 

(2) The subject of this AD is addressed in 

European Aviation Safety Agency (EASA) AD 

No. 2015–0153–E, dated July 24, 2015. You 

may view the EASA AD on the Internet at 

http://www.regulations.gov by searching for 

and locating it in Docket No. FAA–2015– 

3877. 

(i) Subject 

Joint Aircraft Service Component (JASC) 

Code: 3060, Rotor De-Ice System. 

Issued in Fort Worth, Texas, on September 

28, 2015. 

Lance T. Gant, 

Acting Directorate Manager, Rotorcraft 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–25217 Filed 10–2–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Chapter I 

Change in EST Usage in Notice to 

Airmen (NOTAM) 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Policy change. 

SUMMARY: This document provides 

clarity and guidance regarding the use 

of the contraction ‘‘EST’’, which stands 

for ‘‘Estimated’’, when appended to the 

end of validity time in a NOTAM. The 

FAA is taking this action to align 

NOTAM policy with International Civil 

Aviation Organization (ICAO) standards 

and recommended practices. 

DATES: Effective date: December 15, 

2015. 

FOR FURTHER INFORMATION CONTACT: Gary 

Bobik (202–267–6524; gary.ctr.bobik@

faa.gov) or Lynette Jamison (540–422– 

4761; lynette.m.jamison@faa.gov) 

SUPPLEMENTARY INFORMATION: 

Background 

The Federal Aviation Administration 

(FAA) Flight Services is revising FAA 

Order JO 7930.2, Notices to Airmen 

(NOTAM), which is scheduled to 

become effective no later than December 

15, 2015. 

The following paragraphs will be 

incorporated into the next revision of 

FAA Order JO 7930.2. 

Paragraph 4–2–1a–14, Start of 

Activity/End of Validity, is ‘‘a 10-digit 

date-time group (YYMMDDHHMM) 

used to indicate the time at which the 

NOT AM comes into force (the date/

time a condition will exist or begin) and 

the time at which the NOTAM ceases to 

be in force and becomes invalid (the 

expected return to service, return to 

normal status time, or the time the 

activity will end).’’ 

Paragraph 4–2–1a–14(a) further 

specifies, that if the NOTAM duration is 

expected to return to service prior to the 

End of Validity time, express the time 

by using a date- time group followed 

immediately by EST. The NOTAM 

Originator must cancel or replace any 

NOTAM that includes an EST before the 

NOTAM reaches its End of Validity 

time, as the NOTAM will now auto 

expire at the end of validity time, 

regardless of EST. 

Issued in Washington, DC, on September 

23, 2015. 

Ernie Bilotto, 

Manager, U.S. NOTAMs. 

[FR Doc. 2015–25192 Filed 10–2–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF LABOR 

Occupational Safety and Health 

Administration 

29 CFR Parts 1910, 1926 

[Docket Nos. S–016 (OSHA–S016–2006– 

0646), OSHA–S215–2006–0063] 

RIN 1218–AA32, 1218–AB67 

Electrical Safety-Related Work 

Practices; Electric Power Generation, 

Transmission, and Distribution; 

Electrical Protective Equipment; 

Corrections 

AGENCY: Occupational Safety and Health 

Administration (OSHA), Labor. 

ACTION: Correcting amendments. 

SUMMARY: This document corrects the 

electrical safety-related work practices 

standard for general industry and the 

electric power generation, transmission, 

and distribution standards for general 

industry and construction to provide 

additional clarification regarding the 

applicability of the standards to certain 

operations, including some tree 

trimming work that is performed near 

(but that is not on or directly associated 

with) electric power generation, 

transmission, and distribution 

installations. This document also 

corrects minor errors in two minimum 

approach distance tables in the general 

industry and construction standards for 

electric power generation, transmission 

and distribution work. 

DATES: These correcting amendments 

are effective on October 5, 2015. 

FOR FURTHER INFORMATION CONTACT: 

General information and press inquiries: 

Mr. Frank Meilinger, Office of 

Communications, Room N3647, OSHA, 

U.S. Department of Labor, 200 

Constitution Avenue NW., Washington, 

DC 20210; telephone (202) 693–1999; 

email meilingerfrancis2@dol.gov. 

Technical information: Mr. William 

Perry, Directorate of Standards and 

Guidance, Room N3718, OSHA, U.S. 

Department of Labor, 200 Constitution 

Avenue NW., Washington, DC 20210; 

telephone (202) 693–1950 or fax (202) 

693–1678; email perry.bill@dol.gov. 

SUPPLEMENTARY INFORMATION: This 

document revises certain language in 

OSHA’s standards to reflect the 

Agency’s intent about the scope of two 

general industry standards. First, this 

document revises language that 

mistakenly could be read as suggesting 

that the general industry electric power 

generation, transmission, and 

distribution standard covers certain 

tree-trimming work that is performed 

near, but that is not on or directly 

associated with, electric power 

generation, transmission, and 

distribution installations. This was 

never OSHA’s intent; rather, OSHA 

intended that the general industry 

electrical safety-related work practices 

standard cover such work. Similarly, 

OSHA is correcting language in its 

general industry electrical safety-related 

work practices standard to make clear 

that the standard covers other work 

performed by qualified persons that is 

near, but not on or directly associated 

with, both electric power generation, 

transmission, and distribution 

installations and certain other types of 

installations. 

This notice also corrects minor errors 

in two minimum approach distance 

tables in the general industry and 

construction standards for electric 

power generation, transmission and 

distribution work. 

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