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ua14no94 DEPARTMENT OF THE TREASURY (TREAS)...
The future use of simulators should reduce the need for pilot instructional flights and the incidence of instructional flight accidents. Each year many student pilots and their instructors die in instructional flight accidents. In the 10-year period 1983 through 1993, the National Transportation Safety Board reported 307 fatal instructional accidents resulting in 553 fatalities. The FAA estimates the average value of such an accident equals $4.8 million. Instructional flight accidents are a risk that would follow in the absence of the simulator rule. Timetable: _______________________________________________________________________ Action DFR Cite _______________________________________________________________________ NPRM 57 FR 35888 08/11/92 NPRM Comment Period End 12/09/92 SNPRM; Comment P58 FR 951403/22/93 02/19/93 Final Action 01/00/95 Small Entities Affected: None Government Levels Affected: None Analysis: Regulatory Evaluation 08/11/92 (57 FR 35888) Additional Information: This project was formerly entitled ``Aircraft Simulator Use in Airman Training and Certification.'' Project Number AFS-83-105R. The SNPRM clarified or eliminated certain provisions found to be unclear or inappropriate for present consideration. Agency Contact: Warren Robbins Manager, Regulations Branch Office of Flight Standards Department of Transportation Federal Aviation Administration 800 Independence Avenue SW. Washington, DC 20591 202 267-8150 RIN: 2120-AA83 _______________________________________________________________________ DOT--FAA 124. +UNESCORTED ACCESS PRIVILEGE Legal Authority: 49 USC 1354(a); 49 USC 1356; 49 USC 1357; 49 USC 1358 to 1421; 49 USC 106(g) CFR Citation: 14 CFR 107; 14 CFR 108 Legal Deadline: Final, Statutory, April 24, 1992. Aviation Security Improvement Act of 1990 Abstract: This action proposed to establish regulations to implement criminal history records checks for air carrier and airport security employees. This rulemaking is considered significant because of substantial congressional and public interest. Statement of Need: In response to the December 21, 1988, destruction of Pan American Airways Flight 103, former President Bush established a Commission on Aviation Security and Terrorism to assess the overall effectiveness of the U.S. civil aviation security system. The Commission's May 15, 1990, report recommended that Congress enact legislation requiring a criminal history records check for airport employees, identify certain crimes that indicate a potential risk, and enable airport operators to deny employment in positions requiring access to security-sensitive areas. The Commission's recommendations formed the basis of the Aviation Security Improvement Act of 1990. Summary of the Legal Basis: Aviation Security Improvement Act of 1990, Pub. L. 101-604. Section 105(a) amends section 316 of the Federal Aviation Act of 1958 by adding a new subsection (g) captioned ``Air Carrier and Airport Security Personnel.'' Alternatives: Because of the statutory mandate, the FAA does not have a nonregulatory option. However, in response to commenters who objected to imposing a background check on all individuals having access to the security identification display area (SIDA), the FAA issued a supplemental notice of proposed rulemaking (Notice 92-3C) that excluded individuals with existing unescorted access privileges. The final rule will not subject current employees with unescorted access authority to the access investigation. Anticipated Costs and Benefits: Discounted costs over 10 years are expected to range from $4.3 million to $11.1 million. The FAA finds that air terrorist acts are exceedingly expensive; an act such as the destruction of Pan American Airways Flight 103 could exceed $1.3 billion. Risks: The FAA finds that this rulemaking will accomplish an appropriate balance between enhancing the effectiveness of the U.S. civil aviation security system and respecting the employment rights of individuals. Timetable: _______________________________________________________________________ Action DFR Cite _______________________________________________________________________ NPRM 57 FR 5352 02/13/92 NPRM Comment Per57 FR 8834ed to 05/15/92 03/12/92 NPRM Comment Period End 03/16/92 Public Meetings 57 FR 12396 04/09/92 SNPRM; Comment P57 FR 432942/17/92 09/18/92 Final Action 12/00/94 Small Entities Affected: None Government Levels Affected: None Analysis: Regulatory Flexibility Analysis; Regulatory Evaluation 09/18/92 (57 FR 43294) Additional Information: Project Number ACS-91-076R. Agency Contact: Sam Brinkley Office of Civil Aviation Security Department of Transportation Federal Aviation Administration 800 Independence Avenue SW. Washington, DC 20591 202 267-9834 RIN: 2120-AE14 _______________________________________________________________________ DOT--FAA 125. +AGING AIRCRAFT SAFETY Legal Authority: 49 USC 1301; 49 USC 1303; 49 USC 1344; 49 USC 1348; 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); EO 11514 CFR Citation: 14 CFR 39; 14 CFR 91; 14 CFR 121; 14 CFR 125; 14 CFR 129; 14 CFR 135 Legal Deadline: Other, Statutory, April 24, 1992. Aging Aircraft Safety Act of 1991; action must be initiated by 04/24/ 92. Abstract: This action would require air carriers of certain aircraft used in air transportation to demonstrate that the aircraft's maintenance has been adequate to ensure the highest degree of safety. This action would require air carriers of 15-year-old or older aircraft with a maximum certificated takeoff weight of 75,000 pounds or more to demonstrate that certain specified maintenance actions have been performed and to make the aircraft available to the Administrator of the FAA for inspection. This rulemaking is considered significant because of substantial public and congressional interest. Statement of Need: The Federal Aviation Administration (FAA) plans to require operators of 15-year-old or older aircraft, used in air transportation, to verify that all aging aircraft requirements have been met at each heavy maintenance check. The FAA has also proposed a framework for operational limits for aircraft, should such limits be necessary in the future. It has been recognized for many years that as aircraft get older they require increased attention and maintenance. However, the Aloha Airlines accident of April 28, 1988, which involved a structural failure on a relatively old and heavily used aircraft, shocked the Federal Aviation Administration, the aviation industry, and the traveling public. The accident challenged the soundness of a number of assumptions that had guided regulatory policy on aircraft age, structures, inspections, and maintenance. Subsequent to this accident, the Congress directed the FAA to initiate a rulemaking proceeding for the purpose of issuing a rule to assure the continuing airworthiness of aging aircraft. Summary of the Legal Basis: Aging Aircraft Safety Act of 1991, Public Law 102-143, Oct. 28, 1991 Title IV. Alternatives: Because of the statutory mandate, the FAA does not have a nonregulatory option. Anticipated Costs and Benefits: The only direct costs of the proposed rule would result from the
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