Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, and Preservation of Aircraft Wreckage, Mail, Cargo, and Records, 77586-77588 [2015-30758]

Download as PDF asabaliauskas on DSK5VPTVN1PROD with RULES 77586 Federal Register / Vol. 80, No. 240 / Tuesday, December 15, 2015 / Rules and Regulations Coast.’’ In August 2013 the Council approved an Initial Comprehensive Plan (Initial Plan) (please see http:// www.restorethegulf.gov/sites/default/ files/GCERCCompPlanFactSheet_0.pdf and http://www.restorethegulf.gov/sites/ default/files/ FinalInitialComprehensivePlan.pdf) that outlines an overarching vision for Gulf restoration and includes the following five goals: (1) Restore and conserve habitat; (2) restore water quality; (3) replenish and protect living coastal and marine resources; (4) enhance community resilience; and (5) restore and revitalize the gulf economy. As a supplement to the Initial Plan and pursuant to the requirement in the Restore Act to draft a ‘‘prioritized list of specific projects and programs to be funded,’’ the Council is now publishing the initial FPL that lists the activities which the Council will fund and prioritize for further consideration. Summary: On August 13, 2015 the Council published the draft version of the FPL for a 45-day public notice and comment period, The comment period closed on September 28, 2015. After reviewing and considering all of the public comments, on December 9, 2015 the Council approved the FPL. The members of the Council collaborated in creating the FPL that responds to ecological needs regardless of jurisdictional boundaries. The FPL will provide near-term ‘‘on-the-ground’’ ecosystem benefits, while also building a planning and science foundation for future success. The FPL focuses on ten key watersheds across the Gulf in order to concentrate and leverage available funds in addressing critical ecological needs in high-priority locations. It focuses on habitat and water quality, and includes restoration and conservation activities that can be implemented in the near term. It also supports project-specific planning efforts necessary to advance large-scale restoration. The comprehensive planning and monitoring efforts included in the FPL will provide Gulfwide benefits into the future. The Council intends to play a key role in helping to ensure that the Gulf’s natural resources are sustainable and available for future generations. Currently available Gulf restoration funds and those that may become available in the future represent a great responsibility. The ongoing involvement of the people who live, work and play in the Gulf region is critical to ensuring that these monies are used wisely and effectively. The Council thanks all those who have participated in the process thus far, and offers thanks in advance to those who will take the time to again VerDate Sep<11>2014 16:23 Dec 14, 2015 Jkt 238001 offer thoughts on how we can collectively help restore the Gulf. Document Availability: Copies of the FPL are available at the following office during regular business hours: Gulf Coast Ecosystem Restoration Council, Hale Boggs Federal Building, 500 Poydras Street, Suite 1117, New Orleans, LA 70130. Electronic versions of the FPL can be viewed and downloaded at www.restorethegulf.gov. Legal Authority: The statutory program authority for the FPL is found at 33 U.S.C. 1321(t)(2). Dated: December 9, 2015. Justin R. Ehrenwerth, Executive Director, Gulf Coast Ecosystem Restoration Council. [FR Doc. 2015–31463 Filed 12–14–15; 8:45 am] BILLING CODE 3510–EA–P NATIONAL TRANSPORTATION SAFETY BOARD 49 CFR Part 830 [Docket No. NTSB–AS–2012–0001] RIN 3147–AA11 Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, and Preservation of Aircraft Wreckage, Mail, Cargo, and Records National Transportation Safety Board (NTSB). ACTION: Direct final rule. AGENCY: The NTSB is publishing an amendment to its regulations concerning notification and reporting requirements with regard to aircraft accidents or incidents, titled, ‘‘Immediate notification.’’ The regulation currently requires reports of Airborne Collision and Avoidance System (ACAS) advisories issued under certain specific circumstances. The NTSB now narrows the ACAS reporting requirement, consistent with the agency’s authority to issue noncontroversial amendments to rules, pursuant to the direct final rulemaking procedure. The NTSB also updates its contact information for notifications. DATES: This direct final rule will be effective February 16, 2016, without further notice, unless the NTSB receives adverse comment by January 14, 2016. If the NTSB receives adverse comment, we will publish a timely withdrawal of the direct final rule in the Federal Register informing the public that the rule will not take effect. ADDRESSES: A copy of this direct final rule, published in the Federal Register, SUMMARY: PO 00000 Frm 00018 Fmt 4700 Sfmt 4700 is available for inspection and copying in the NTSB’s public reading room, located at 490 L’Enfant Plaza SW., Washington, DC 20594–2000. Alternatively, a copy of the rule is available on the NTSB Web site, at http://www.ntsb.gov, and at the government-wide Web site on regulations, at http:// www.regulations.gov. FOR FURTHER INFORMATION CONTACT: Scott Dunham, National Resource Specialist—ATC, Office of Aviation Safety, (202) 314–6387. SUPPLEMENTARY INFORMATION: Regulatory History On October 7, 2008, the NTSB published a Notice of Proposed Rulemaking (NPRM) titled ‘‘Notification and Reporting of Aircraft Accidents or Incidents and Overdue Aircraft, and Preservation of Aircraft Wreckage, Mail, Cargo, and Records.’’ 73 FR 58520. The NPRM proposed several additions to 49 CFR 830.5, to require reports of various types of serious aviation incidents. Among the proposed requirements, the NTSB sought mandatory reports of Airborne Collision Avoidance System (ACAS) resolution advisories issued either (i) when an aircraft is being operated on an instrument flight rules (IFR) flight plan and compliance with the advisory is necessary to avert a substantial risk of collision between two or more aircraft, or (ii) to an aircraft operating in class A airspace. 73 FR 58523–24. On January 7, 2010, the NTSB published its amendment to the final rule by requiring operators of civil aircraft to report certain ACAS incidents, along with other types of serious incidents. 75 FR 922. The NTSB explained its intent in imposing this reporting requirement is to identify, evaluate, and investigate (when appropriate) serious incidents where aircraft maneuvers were required to avert a substantial risk of collision between aircraft equipped with traffic collision avoidance systems (TCAS) and other aircraft and to evaluate situations where resolution advisories occur between aircraft under positive control in class A airspace. The NTSB clarified it did not intend to require the reporting of all resolution advisories or, outside class A airspace, to require the reporting of any resolution advisory resulting from an encounter between aircraft where no substantial risk of collision exists. 75 FR 925–26. The NTSB stated it believed the reporting requirement would achieve the NTSB’s objective of receiving notification of aircraft encounters that E:\FR\FM\15DER1.SGM 15DER1 Federal Register / Vol. 80, No. 240 / Tuesday, December 15, 2015 / Rules and Regulations present a significant risk of collision. In the Final Rule, the NTSB adopted the proposed language, which now appears at 49 CFR 830.5(a)(10).1 asabaliauskas on DSK5VPTVN1PROD with RULES Collection of Reports By this direct final rule, the NTSB removes the requirement of notifications of ACAS reports from aircraft operators within Class A airspace. The NTSB has determined, through review of the types of events submitted, that it is possible to reduce the scope of the notification requirement while still achieving the safety objective of the rule, which is to increase our awareness of potentially hazardous occurrences in the air traffic control system. When it issued the requirement of § 830.5(a)(10), the NTSB anticipated its collection of ACAS incident reports would educate the agency concerning whether the TCAS equipment functioned appropriately. In addition, the NTSB sought information concerning whether operators received improper resolution advisories, as well as a general understanding of the effectiveness of TCAS. Collecting the data on the volume of TCAS alerts that fulfill the criteria listed in § 830.5(a)(10) has been educational and has assisted the NTSB Office of Aviation Safety with understanding the general effectiveness of TCAS as well as the types of encounters that are likely to cause TCAS resolution advisories. Amending § 830.5(a)(10) to narrow the reporting requirement of TCAS resolution advisories also achieves the purpose of Executive Order 13579, ‘‘Regulation and Independent Regulatory Agencies’’ (76 FR 41587, July 14, 2011). The purpose of Executive Order 13579 is to ensure all agencies adhere to the key principles found in Executive Order 13563, ‘‘Improving Regulation and Regulatory Review’’ (76 FR 3821, January 21, 2011), which emphasizes agencies must promulgate regulations that are written plainly and clearly written, and do not present duplicative or unnecessary requirements. Removing the requirement of notifications from aircraft operators within Class A airspace that receive a TCAS resolution advisory achieves the purpose of Executive Order 13563, because the NTSB has concluded the notifications are not necessary. 1 On December 8, 2011, the NTSB published an NPRM proposing to exempt certain ‘‘monitor vertical speed’’ advisories from § 830.5(a)(10)(ii). 76 FR 76686. The NTSB did not incorporate this exemption in an amendment to the rule. VerDate Sep<11>2014 16:23 Dec 14, 2015 Jkt 238001 Direct Final Rulemaking Procedure The NTSB has determined it is appropriate to narrow the reporting requirement in § 830.5(a)(10) by publishing a Direct Final Rule. On September 23, 2015, the NTSB published a Final Rule codifying its authority to utilize the direct final rulemaking process to alter rules that are not controversial and to which the NTSB does not expect substantive comments. 80 FR 57307. As explained in its NPRM describing this process, agencies frequently use the direct final rulemaking process for minor changes to rules to which it does not expect adverse comments. 80 FR 34874 (June 18, 2015). The NTSB’s rule on this procedure, codified at 49 CFR 800.44, states a direct final rule makes changes to a regulation which will take effect on a certain date unless the NTSB receives an adverse comment or a notice of intent to file an adverse comment. If the NTSB receives an adverse comment or notice of intent to file one, the agency will publish a document in the Federal Register withdrawing the rule change. The NTSB may then issue an NPRM proposing the change it sought to make by way of the direct final rulemaking process. Id. § 800.44(d). Section 800.44 also defines ‘‘adverse comment’’ for purposes of the direct final rulemaking procedure. This change limits required notifications to events that evidence a significant risk of collision, thereby reducing the regulatory burden on aircraft operators while continuing to achieve the safety objective of the rule. Informal discussions with organizations such as Air Line Pilots Association, International, Airlines for America, Regional Airline Association, and National Air Carrier Association have shown these organizations support the amendment. Overall, we do not expect to receive any negative industry comments. Legal Analyses and Effective Date The NTSB notes it analyzed the potential application of the Regulatory Flexibility Act (5 U.S.C. 601–612) to this rule. The NTSB certifies under 5 U.S.C. 605(b) that this rule would not have a significant economic impact on a substantial number of small entities. In addition, this rule will not require collection of new information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501–3520). Operators continue to have the option of notifying the NTSB of an ACAS advisory that fulfills the requirements of this rule via telephone or email. The NTSB is continuing to work with the Office of Information and PO 00000 Frm 00019 Fmt 4700 Sfmt 4700 77587 Regulatory Affairs, Office of Management and Budget (OMB), to obtain an OMB control number under the Paperwork Reduction Act to collect reports of ACAS advisories, as well as other notifications, via a web-based form. See 80 FR 38751 (July 7, 2015). Pursuant to 49 CFR 800.44(c), the NTSB will publish a confirmation rule in the Federal Register if it has not received an adverse comment or notice of intent to file an adverse comment within 30 days of the date of publication of this direct final rule. List of Subjects in 49 CFR Part 830 Aircraft accidents, Aircraft incidents, Aviation safety, Overdue aircraft notification and reporting, Reporting and recordkeeping requirements. For the reasons discussed in the preamble, the NTSB amends 49 CFR part 830 as follows: PART 830—[AMENDED] 1. The authority citation for part 830 is revised read as follows: ■ Authority: 49 U.S.C. 1101–1155; Pub. L. 85–726, 72 Stat. 731 (codified as amended at 49 U.S.C. 40101). 2. Section 830.5 is amended by revising the introductory text and paragraphs (a) introductory text and (a)(10) to read as follows: ■ § 830.5 Immediate notification. The operator of any civil aircraft, or any public aircraft not operated by the Armed Forces or an intelligence agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (NTSB) office,1 when: (a) An aircraft accident or any of the following listed serious incidents occur: * * * * * (10) Airborne Collision and Avoidance System (ACAS) resolution advisories issued when an aircraft is being operated on an instrument flight rules flight plan and compliance with the advisory is necessary to avert a 1 NTSB headquarters is located at 490 L’Enfant Plaza SW., Washington, DC 20594. Contact information for the NTSB’s regional offices is available at http://www.ntsb.gov. To report an accident or incident, you may call the NTSB Response Operations Center, at 844–373–9922 or 202–314–6290. E:\FR\FM\15DER1.SGM 15DER1 77588 Federal Register / Vol. 80, No. 240 / Tuesday, December 15, 2015 / Rules and Regulations substantial risk of collision between two or more aircraft. * * * * * Christopher A. Hart, Chairman. [FR Doc. 2015–30758 Filed 12–14–15; 8:45 am] BILLING CODE 7533–01–P DEPARTMENT OF COMMERCE National Oceanic and Atmospheric Administration 50 CFR Part 622 [Docket No. 101206604–1758–02] RIN 0648–XE326 Coastal Migratory Pelagic Resources of the Gulf of Mexico and South Atlantic; 2015–2016 Accountability Measure and Closure for Commercial King Mackerel in the Florida West Coast Northern Subzone; Correction National Marine Fisheries Service (NMFS), National Oceanic and Atmospheric Administration (NOAA), Commerce. asabaliauskas on DSK5VPTVN1PROD with RULES AGENCY: VerDate Sep<11>2014 16:23 Dec 14, 2015 Jkt 238001 ACTION: Temporary rule; correction. This document contains corrections to a temporary rule published in the Federal Register on November 27, 2015, with an effective date span of November 28, 2015, to July 1, 2016, regarding an accountability measure and closure for commercial king mackerel in the Florida west coast northern subzone in the Gulf of Mexico (Gulf) exclusive economic zone (EEZ) for the 2015–2016 fishing year. This document corrects the effective date span to conclude on October 1, 2016, and corrects a sentence, which stated the fishing year incorrectly. DATES: The effective date for the final rule published November 27, 2015, at 80 FR 74001, is 12 p.m., local time, November 28, 2015, until 12:01 a.m., local time, on October 1, 2016. FOR FURTHER INFORMATION CONTACT: Susan Gerhart, NMFS Southeast Regional Office, telephone: 727–824– 5305, email: susan.gerhart@noaa.gov. SUPPLEMENTARY INFORMATION: In the temporary rule that published in the Federal Register on November 27, 2015 (80 FR 74001), the effective date of the rule and the fishing year for the SUMMARY: PO 00000 Frm 00020 Fmt 4700 Sfmt 9990 commercial sector of Gulf migratory group king mackerel in the Florida west coast northern subzone of the Gulf EEZ were stated incorrectly. Correction The correct effective date for the temporary rule is November 28, 2015, until 12:01 a.m., local time, on October 1, 2016. In the SUPPLEMENTARY INFORMATION section on page 74002 of the temporary rule, column 1, the last sentence of the third paragraph is corrected to read as follows: ‘‘Accordingly, the Florida west coast northern subzone is closed effective noon, local time, November 28, 2015, through September 30, 2016, the end of the current fishing year, to commercial fishing for Gulf migratory group king mackerel.’’ Authority: 16 U.S.C. 1801 et seq. Dated: December 9, 2015. Emily H. Menashes, Acting Director, Office of Sustainable Fisheries, National Marine Fisheries Service. [FR Doc. 2015–31480 Filed 12–14–15; 8:45 am] BILLING CODE 3510–22–P E:\FR\FM\15DER1.SGM 15DER1

Agencies

[Federal Register Volume 80, Number 240 (Tuesday, December 15, 2015)]
[Rules and Regulations]
[Pages 77586-77588]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-30758]


=======================================================================
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NATIONAL TRANSPORTATION SAFETY BOARD

49 CFR Part 830

[Docket No. NTSB-AS-2012-0001]
RIN 3147-AA11


Notification and Reporting of Aircraft Accidents or Incidents and 
Overdue Aircraft, and Preservation of Aircraft Wreckage, Mail, Cargo, 
and Records

AGENCY: National Transportation Safety Board (NTSB).

ACTION: Direct final rule.

-----------------------------------------------------------------------

SUMMARY: The NTSB is publishing an amendment to its regulations 
concerning notification and reporting requirements with regard to 
aircraft accidents or incidents, titled, ``Immediate notification.'' 
The regulation currently requires reports of Airborne Collision and 
Avoidance System (ACAS) advisories issued under certain specific 
circumstances. The NTSB now narrows the ACAS reporting requirement, 
consistent with the agency's authority to issue non-controversial 
amendments to rules, pursuant to the direct final rulemaking procedure. 
The NTSB also updates its contact information for notifications.

DATES: This direct final rule will be effective February 16, 2016, 
without further notice, unless the NTSB receives adverse comment by 
January 14, 2016. If the NTSB receives adverse comment, we will publish 
a timely withdrawal of the direct final rule in the Federal Register 
informing the public that the rule will not take effect.

ADDRESSES: A copy of this direct final rule, published in the Federal 
Register, is available for inspection and copying in the NTSB's public 
reading room, located at 490 L'Enfant Plaza SW., Washington, DC 20594-
2000. Alternatively, a copy of the rule is available on the NTSB Web 
site, at http://www.ntsb.gov, and at the government-wide Web site on 
regulations, at http://www.regulations.gov.

FOR FURTHER INFORMATION CONTACT: Scott Dunham, National Resource 
Specialist--ATC, Office of Aviation Safety, (202) 314-6387.

SUPPLEMENTARY INFORMATION: 

Regulatory History

    On October 7, 2008, the NTSB published a Notice of Proposed 
Rulemaking (NPRM) titled ``Notification and Reporting of Aircraft 
Accidents or Incidents and Overdue Aircraft, and Preservation of 
Aircraft Wreckage, Mail, Cargo, and Records.'' 73 FR 58520. The NPRM 
proposed several additions to 49 CFR 830.5, to require reports of 
various types of serious aviation incidents. Among the proposed 
requirements, the NTSB sought mandatory reports of Airborne Collision 
Avoidance System (ACAS) resolution advisories issued either (i) when an 
aircraft is being operated on an instrument flight rules (IFR) flight 
plan and compliance with the advisory is necessary to avert a 
substantial risk of collision between two or more aircraft, or (ii) to 
an aircraft operating in class A airspace. 73 FR 58523-24.
    On January 7, 2010, the NTSB published its amendment to the final 
rule by requiring operators of civil aircraft to report certain ACAS 
incidents, along with other types of serious incidents. 75 FR 922. The 
NTSB explained its intent in imposing this reporting requirement is to 
identify, evaluate, and investigate (when appropriate) serious 
incidents where aircraft maneuvers were required to avert a substantial 
risk of collision between aircraft equipped with traffic collision 
avoidance systems (TCAS) and other aircraft and to evaluate situations 
where resolution advisories occur between aircraft under positive 
control in class A airspace. The NTSB clarified it did not intend to 
require the reporting of all resolution advisories or, outside class A 
airspace, to require the reporting of any resolution advisory resulting 
from an encounter between aircraft where no substantial risk of 
collision exists. 75 FR 925-26.
    The NTSB stated it believed the reporting requirement would achieve 
the NTSB's objective of receiving notification of aircraft encounters 
that

[[Page 77587]]

present a significant risk of collision. In the Final Rule, the NTSB 
adopted the proposed language, which now appears at 49 CFR 
830.5(a)(10).\1\
---------------------------------------------------------------------------

    \1\ On December 8, 2011, the NTSB published an NPRM proposing to 
exempt certain ``monitor vertical speed'' advisories from Sec.  
830.5(a)(10)(ii). 76 FR 76686. The NTSB did not incorporate this 
exemption in an amendment to the rule.
---------------------------------------------------------------------------

Collection of Reports

    By this direct final rule, the NTSB removes the requirement of 
notifications of ACAS reports from aircraft operators within Class A 
airspace. The NTSB has determined, through review of the types of 
events submitted, that it is possible to reduce the scope of the 
notification requirement while still achieving the safety objective of 
the rule, which is to increase our awareness of potentially hazardous 
occurrences in the air traffic control system.
    When it issued the requirement of Sec.  830.5(a)(10), the NTSB 
anticipated its collection of ACAS incident reports would educate the 
agency concerning whether the TCAS equipment functioned appropriately. 
In addition, the NTSB sought information concerning whether operators 
received improper resolution advisories, as well as a general 
understanding of the effectiveness of TCAS.
    Collecting the data on the volume of TCAS alerts that fulfill the 
criteria listed in Sec.  830.5(a)(10) has been educational and has 
assisted the NTSB Office of Aviation Safety with understanding the 
general effectiveness of TCAS as well as the types of encounters that 
are likely to cause TCAS resolution advisories.
    Amending Sec.  830.5(a)(10) to narrow the reporting requirement of 
TCAS resolution advisories also achieves the purpose of Executive Order 
13579, ``Regulation and Independent Regulatory Agencies'' (76 FR 41587, 
July 14, 2011). The purpose of Executive Order 13579 is to ensure all 
agencies adhere to the key principles found in Executive Order 13563, 
``Improving Regulation and Regulatory Review'' (76 FR 3821, January 21, 
2011), which emphasizes agencies must promulgate regulations that are 
written plainly and clearly written, and do not present duplicative or 
unnecessary requirements. Removing the requirement of notifications 
from aircraft operators within Class A airspace that receive a TCAS 
resolution advisory achieves the purpose of Executive Order 13563, 
because the NTSB has concluded the notifications are not necessary.

Direct Final Rulemaking Procedure

    The NTSB has determined it is appropriate to narrow the reporting 
requirement in Sec.  830.5(a)(10) by publishing a Direct Final Rule. On 
September 23, 2015, the NTSB published a Final Rule codifying its 
authority to utilize the direct final rulemaking process to alter rules 
that are not controversial and to which the NTSB does not expect 
substantive comments. 80 FR 57307. As explained in its NPRM describing 
this process, agencies frequently use the direct final rulemaking 
process for minor changes to rules to which it does not expect adverse 
comments. 80 FR 34874 (June 18, 2015). The NTSB's rule on this 
procedure, codified at 49 CFR 800.44, states a direct final rule makes 
changes to a regulation which will take effect on a certain date unless 
the NTSB receives an adverse comment or a notice of intent to file an 
adverse comment. If the NTSB receives an adverse comment or notice of 
intent to file one, the agency will publish a document in the Federal 
Register withdrawing the rule change. The NTSB may then issue an NPRM 
proposing the change it sought to make by way of the direct final 
rulemaking process. Id. Sec.  800.44(d). Section 800.44 also defines 
``adverse comment'' for purposes of the direct final rulemaking 
procedure.
    This change limits required notifications to events that evidence a 
significant risk of collision, thereby reducing the regulatory burden 
on aircraft operators while continuing to achieve the safety objective 
of the rule. Informal discussions with organizations such as Air Line 
Pilots Association, International, Airlines for America, Regional 
Airline Association, and National Air Carrier Association have shown 
these organizations support the amendment. Overall, we do not expect to 
receive any negative industry comments.

Legal Analyses and Effective Date

    The NTSB notes it analyzed the potential application of the 
Regulatory Flexibility Act (5 U.S.C. 601-612) to this rule. The NTSB 
certifies under 5 U.S.C. 605(b) that this rule would not have a 
significant economic impact on a substantial number of small entities.
    In addition, this rule will not require collection of new 
information under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-
3520). Operators continue to have the option of notifying the NTSB of 
an ACAS advisory that fulfills the requirements of this rule via 
telephone or email. The NTSB is continuing to work with the Office of 
Information and Regulatory Affairs, Office of Management and Budget 
(OMB), to obtain an OMB control number under the Paperwork Reduction 
Act to collect reports of ACAS advisories, as well as other 
notifications, via a web-based form. See 80 FR 38751 (July 7, 2015).
    Pursuant to 49 CFR 800.44(c), the NTSB will publish a confirmation 
rule in the Federal Register if it has not received an adverse comment 
or notice of intent to file an adverse comment within 30 days of the 
date of publication of this direct final rule.

List of Subjects in 49 CFR Part 830

    Aircraft accidents, Aircraft incidents, Aviation safety, Overdue 
aircraft notification and reporting, Reporting and recordkeeping 
requirements.

    For the reasons discussed in the preamble, the NTSB amends 49 CFR 
part 830 as follows:

PART 830--[AMENDED]

0
1. The authority citation for part 830 is revised read as follows:

    Authority:  49 U.S.C. 1101-1155; Pub. L. 85-726, 72 Stat. 731 
(codified as amended at 49 U.S.C. 40101).


0
2. Section 830.5 is amended by revising the introductory text and 
paragraphs (a) introductory text and (a)(10) to read as follows:


Sec.  830.5  Immediate notification.

    The operator of any civil aircraft, or any public aircraft not 
operated by the Armed Forces or an intelligence agency of the United 
States, or any foreign aircraft shall immediately, and by the most 
expeditious means available, notify the nearest National Transportation 
Safety Board (NTSB) office,\1\ when:
---------------------------------------------------------------------------

    \1\ NTSB headquarters is located at 490 L'Enfant Plaza SW., 
Washington, DC 20594. Contact information for the NTSB's regional 
offices is available at http://www.ntsb.gov. To report an accident 
or incident, you may call the NTSB Response Operations Center, at 
844-373-9922 or 202-314-6290.
---------------------------------------------------------------------------

    (a) An aircraft accident or any of the following listed serious 
incidents occur:
* * * * *
    (10) Airborne Collision and Avoidance System (ACAS) resolution 
advisories issued when an aircraft is being operated on an instrument 
flight rules flight plan and compliance with the advisory is necessary 
to avert a

[[Page 77588]]

substantial risk of collision between two or more aircraft.
* * * * *

Christopher A. Hart,
Chairman.
[FR Doc. 2015-30758 Filed 12-14-15; 8:45 am]
 BILLING CODE 7533-01-P