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ua14no94 DEPARTMENT OF THE TREASURY (TREAS)...
Meeting Notice a58 FR 65683n of Comment Period to 02/21/94 12/16/93 NPRM Comment Period End 12/20/93 Final Rule; Arri59 FR 40186and Lightering Equipment 08/05/94 SNPRM; Operational Measures 03/00/95 SNPRM; Structural Measures 09/00/95 Small Entities Affected: None Government Levels Affected: None Analysis: Regulatory Evaluation; Environmental Impact Additional Information: This entry was previously titled Existing Tank Vessel Hull Requirements. The correct docket number is 91-045. The rulemaking project has been divided into three distinct parts: A final rule was published that requires an advance notice of arrival for all tank vessels 5,000 GT or more entering U.S. ports and the carriage of lightering equipment on these vessels. A supplemental notice of proposed rulemaking will be issued for Structural Measures and an SNPRM will be issued for Operational Measures. Agency Contact: R. Crenwelge Project Manager G-MS Department of Transportation U.S. Coast Guard 2100 Second Street SW. Washington, DC 20593-0001 202 267-6220 RIN: 2115-AE01 _______________________________________________________________________ DOT--Federal Aviation Administration (FAA) ___________________________________________________________ PROPOSED RULE STAGE ___________________________________________________________ 122. +CORROSION CONTROL PROGRAM Legal Authority: 49 USC 1352 to 1355; 49 USC 1401; 49 USC 1421 to 1431; 49 USC 1471; 49 USC 1472; 49 USC 1501; 49 USC 1510; 49 USC 1522; 49 USC 2121 to 2125; 49 USC 106(g) CFR Citation: 14 CFR 121; 14 CFR 125; 14 CFR 129; 14 CFR 135 Legal Deadline: None Abstract: This project would ensure that airplanes used or not used in common carriage in air transportation have a comprehensive corrosion prevention program within their maintenance or inspection program. In April 1988, a commercial transport airplane experienced an in-flight decompression and separation of approximately 18 feet of the fuselage skin and structure at the top of the airplane. The airplane had been in service for 19 years and had flown almost 90,000 flights. The National Transportation Safety Board concluded that the failure of the airline to detect skin disbonding resulted in corrosion and metal fatigue leading to separation of the airplane's skin structure. This rulemaking is considered significant because of substantial public interest. Statement of Need: The FAA plans to promulgate a rule that would require persons operating certain airplanes in air transportation to include in their maintenance or inspection program an FAA-approved corrosion prevention and control program. This action is necessary to preclude an unsafe condition in airplanes due to the effects of corrosion. Summary of the Legal Basis: Federal Aviation Act of 1958 (P.L. 95-504, October 24, 1978; P.L. 96- 192, February 15, 1980) Alternatives: The FAA may rely upon airplane operators to develop comprehensive corrosion prevention and control programs as part of their normal maintenance programs or the FAA may rely upon the aviation community to develop comprehensive corrosion prevention and control programs for individual airplane models and recommend rulemaking to implement them in the fleet. Anticipated Costs and Benefits: The FAA has implemented corrosion prevention and control programs for eleven models of airplane as part of the aging airplane program. The cost of these programs range from $3,000 to $30,000 per year depending upon the construction of the airplane model. The expected benefit of the proposed rule is a reduction in the risk of accidents related to corrosion that might otherwise occur. The FAA holds that the potential benefits of this proposed rule exceed the expected costs. Risks: The U.S. fleet continues to age and recent accident history may not be representative of future conditions or of future exposure to such conditions. The FAA cannot assess the exact proportion or severity of potential accidents that would be averted by issuance of this proposed rule. It is the FAA's position that the requirements for operators to develop and implement corrosion prevention and control programs would result in more consistent conduct of necessary maintenance and in an associated increase in overall safety. Timetable: _______________________________________________________________________ Action DFR Cite _______________________________________________________________________ NPRM 09/00/95 Small Entities Affected: None Government Levels Affected: None Analysis: Regulatory Evaluation 09/00/95 Additional Information: Project Number: AFS-93-382R Agency Contact: Frederick Sobeck Aircraft Maintenance Division Flight Standards Service Department of Transportation Federal Aviation Administration 800 Independence Avenue SW. Washington, DC 20591 202 267-7355 RIN: 2120-AE92 _______________________________________________________________________ DOT--FAA ___________________________________________________________ FINAL RULE STAGE ___________________________________________________________ 123. +AIRCRAFT FLIGHT SIMULATOR USE IN PILOT TRAINING, TESTING, AND CHECKING AND AT TRAINING CENTERS Legal Authority: 49 USC 1301; 49 USC 1303; 49 USC 1344; 49 USC 1348; 49 USC 1352; 49 USC 1355; 49 USC 1401; 49 USC 1421 to 1431; 49 USC 1471; 49 USC 1472; 49 USC 1502; 49 USC 1510; 49 USC 1522; 49 USC 2121 to 2125; 49 USC 106(g) CFR Citation: 14 CFR 61; 14 CFR 91; 14 CFR 121; 14 CFR 125; 14 CFR 135; 14 CFR 141; 14 CFR 142 Legal Deadline: None Abstract: This action would amend the pilot and flight instructor certification rules to include additional use of aircraft, aircraft flight simulators, and flight training devices for pilot training, testing, and checking. This notice also would propose a new part 142 that would govern a new concept called training centers. This new concept will emphasize the use of flight simulators in training applicants for pilot certificates. This rulemaking is considered significant because of substantial public interest; it involves a major change in the way industry trains applicants. Statement of Need: The training roles of several elements of the aviation community have expanded during the past 10 years. In October 1989, an advisory committee studying matters relating to training and qualification recommended that the FAA standardize the use of flight simulators and flight training devices, provide a means to certificate entities called training centers, and permit the training centers to apply for national approval of core curriculums that could be used by individuals receiving training. This rulemaking project responds to this recommendation by including the concept of a certificated training center. Summary of the Legal Basis: Secs. 601 and 602 of the Federal Aviation Act: Section 601 empowers the Administrator to prescribe the minimum standards governing appliances such as simulators; section 602 empowers the Administrator to issue airmen certificates. Alternatives: Since the FAA accepted the recommendations of the advisory committee, it will not pursue any nonregulatory options. Anticipated Costs and Benefits: The total 10-year cost to implement part 142 is estimated to be about $1.3 million discounted. The benefits of this rule, however, far outweigh its costs. Most of the cost savings come from lowered operations costs. The estimated savings from existing simulator training centers training pilots will be $808 million, discounted over the next 10 years. Risks: Flight simulators will expand under the changes in the simulator rule.
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