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Federal Aviation Administration Aviation Rulemaking Advisory Committee Aircraft Certification Procedures Issue Area Task 2 – ELT Installations

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Federal Aviation Administration Aviation Rulemaking Advisory Committee Aircraft Certification Procedures Issue Area Task 2 – ELT Installations

Task Assignment

.° .... :5.'_ 57 ; nnn ti'Cs; "~"

~16~5~7~4~~~ rl. 58, No. 58 I Monday, March 29, 19~. ~~

Aviation Rutemaking AcMaorY Committee; Emergency Locator Transmitter Working Group

AGENCY: Federal Aviation Administration (FAA), DOT. AcnOH: Notice of establishment of the Emergency Locator Transmitter Working Group.

SUUMARY: Notice is given of the establishment of the Emersency Locator Transmitter Working Group of the Aviation Rulemaking Advisory . Committee (ARAC). This notice informs the public of the activities of the ARAC on airaaft certification procedures issues. FOR FURTHER IHFORUAT1OH CONTACT: Mr. William J. Uoe) Sullivan, Assistant Executive Director. Aviation Rulemaking Advisory Committee, Aircraft Certification Service (AIR-3), 800 Independence Avenue, SW., Washington. DC 20591. Telepbone: (202) 267-9554; FAX: (202) 267-5364. SUPPLEUENT~Y INFORMATION: The Federsl Aviation Administration (FAA) has established the Aviation Rulemaking Advisory Committee (ARAC) (56 FR 2190. January 22, 1991; and 58 FR 9230; February 19. 1993). One interest area of the ARAC is airaaft certification procedures (57 FR 39261; August 28, 1992). These issues involve procedures for aircraft ~rtification found in parts 21. 39. and 183 of the Federal Aviation Regulations (FAR). which are the responsibility of the FAA Director of Aircraft Certificatlion. By this notice. these issues are expanded to include advice on requirements for automatic t!mergency locator transmitters (ELT) found in FAR part 91. and for survival ELT found in FAR parts 25. 29. 121, 125. and 135.

EL T approved under Technical Standard Order (TSO) C91 dwing the 1970s and 1980s experienced generally unsatisfactory performance. To deal with the problem, the FAA issued Notice 90-11 (55 FR 12316. April 2, 1990). This notice contained four basic proposals: (1) ELT approved under recently adopted and improved TSO­e91a. or a later issued TSO for ELT, would be required for all newly­manufactured airplanes and for the replacement of existing EL T which became unusable or unserviceable; (2) Newly issued TSO-C126 for 406 MHz EL T (adorted in December 1992) would also constitute compliance with the existing and proposed rules ~uiring an ELT; (3) Imprl)ved standards would be established for survival ELT (although most of the unsatisfactory field experience had been with automatic ELT); and (4) The manufacture ofELT under TSO-C91 would be tenninated simultaneously with issuance of the final rule based on Notice 90-11.

In addition to the proposals outlined above, the FAA solicited comments on the need for a fleet-wide ELT replacement program. The FAA fa developing a document disposing of the rulemaking proposals in Notice No. 90-11. However, the FAA has chosen to ask the ARAC to consider the issues raised in the comments on that Dotice dealing with fleet-wide ELT replacement program. This will be accomplished by the Emergency Locator Transmitter (ELT) Working Group whose recommendations will be considered and disposed of by the ARAC Aircraft Certification Procedures Interest Croup.

Specifically the ELT Working Group', tasks are the following: .

Task 1: The ELT Working Group is charged with reviewing the comments received on FAA Notice of Proposed Rulemaking 90-11 dealing with a fleet­wide ELT replacement program. The review should address at least the following issues: (1) Whether automatic EL T should be installed (retrofit) on all transport and commuter category airplane$; (2) Whether survival ELT should be installed (retrofit) on all aircraft operating over water or in remote areas; (3) Whether all ELT now installed on airplanes should be replaced (retrofit); and (4) Whether ELT to be installed on newly manufactured airplanes or as replacements, or under items UH3). above. should be either the improved 121.5/243 megahertz (TS~91a) or the 406 megahertz (TSO­C126) variety. or only the letter. After completing that review. present a report of findings and recommendations to the ARAC for consideration.

Task 2: Based on the results of task 1 and the guidance received from the ARAC. develop recommendations for rulemaking on the subject ofELT installations and the variety or varieties to be used. If rulemaking i. not recommended in whole or in part. develop a report recommending disposition of the comments in Notice 90-11. including the issues identified above. and recommending rulemalting not be pursued in whole or in part. In either event. present the working group's final work yroduct to the ARAC for review and fina disposition.

Reportl

A. Recommend time line(s) for completion of each task, including rationale, for consideration at the ARAC meeting to consider aircraft certification procedures issues held following publication of this notice.

B. Give a detailed presentation on conclusions and recommendations in the report for Task 1 to the ARAC, and receive ARAC approval. before proceeding with the work stated in Item C. below.

C. Develop a Notice of Proposed Rulemaking (NPRM) proposing the new standards for emergency locator

transmitters, supporting economic and other required analysis. advisory and guidance material, and any other collateral documents the Working Group determines to be needed. Alternatively, develop a report that recommends disposition of the comments on Notice 90-11, including the specific issues identified. and recommends rulemaking not be pursued. Present these recommendations to the ARAC for further consideration and disposition.

D. Give a status report on the tasks at each meeting of the ARAC held to consider airaaft certification proceduralil8ueL

The ELT Working Group will be comprised of experts from those organizations having an interest in the task assigned to it. A Working Group member need not be a representative of one of the member organizations of the ARAC. An individual who has expertise in the subject matter and wishes to become a member of the Working Group should write the person listed under "FOR FURTHER INFORMATION CONTACT" expressing that desire. describing his or her interest in the task, and the expertise he or she would bring to the Working Group. The request will be reviewed with the Chairs of the Issue Group and the ELT Working Group; and the individual will be advised whether or not the request can be accommodated.

The Secretary of Transportation has detennined that the infonnation and use of the ARAC is necessary in the public interest in connection with the perfonnance of duties impose4 on the FAA by law. Meetings of the ARAC will be open to the public, except u authorized by section tOed) of the Federal Advisory Committee Act. Meeti~gs oftha ELT Working Group· will not be open to the public. except to the extent that individuals with an interest and expertise are selected to participate. No public announcement of Working Croup meetings will be made.

Issued in Washington, DC. on March 19. 1993. William J. Sulli .... Assistant Executh-e DinJctor for Aircroft Certification Procedures luues. Aviation Ru/emakin, Advisory CoDlD'littH. (FR Doc. 93-7102 Filed 3-26-93: 8:45 amI 8IUJNQ COOl .,...13-11

- -- ---- --- - ---~ - -- -~ GAMA

Mr. Anthony Broderick, A VR-l Associate Administrator for

Regulations and Certification Federal Aviation Administration 800 Independence Avenue SW Washington, DC 20591

General Aviation Manufacturers Association

1400 K Street NW, Suite 801 Washington, DC 20005-2485 (202) 393-1500 • Fax (202) 842-4063

January 18, 1996

Subject: Report, ARAC Emergency Locator Transmitter (ELT) Working Group

Dear Mr. Broderick:

The EL T Working Group has completed its deliberations on upgrading the current rules on the installation and maintenance of Emergency Locator Transmitters (ELTs). The working group has accomplished much in clearing up issues on the current TSO C91 and C91a (121.5 MHZ) ELT, and the group reached consensus on the following:

I. The FAA should not require the installation of automatic ELTs in scheduled domestic Part 121 and Part 135 operations.

2. The FAA should not require the replacement of 121.5 MHZ survival type ELTs (re: FAR 121.339) with 406 MHZ ELTs for extended overwater operations.

3. The working group accepted the recently approved standard established by the R TCA for Lithium Batteries.

4. The working group agreed that the FAA should immediately issue NPRM 90-11 as a final rule. This NPRM, and the final rule issued in June 1994, did not address the mandatory replacement of TSO C91 (121.5 MHZ) EL Ts; but, it did terminate their production and require that all replacement ELTs conform to TSO C91a or TSO C126. It also mandated specific maintenance and inspection requirements.

Although the working group is in full agreement on the need for a mandatory retrofit ofELTs, members of the working group have not reached a consensus on the type ofELT that should replace the old units. The general aviation community, including AOPA, CAP, EAA, AEA, HAl,

Mr. Anthony Broderick, A VR-l January 18, 1996 Page 2

and NASAO, believes that the mandatory replacement ofTSO C91 and C91a (121.5 MHZ) ELTs by C126 (406 MHZ) ELTs is cost prohibitive. Federal agencies represented in the Interagency Committee on Search and Rescue (ICSAR), plus the NTSB, Transport Canada, ALPA, ATA, NATA, and RAA, feel strongly that 406 MHZ ELTs provide positive User-ID and more accurate position location, resulting in far better service, and that only a mandated retrofit will drive down prices.

The committee, in its deliberations and investigation into the state of the art of the 406 MHZ ELT, has reached full agreement that the technology is mature. However, there is only limited manufacturing capability to meet any foreseeable demand.

Concerns about lithium battery technology were explored in great detail. The group reached the consensus that the lithium batteries needed by the 406 MHZ EL T must meet aeronautical safety requirements of established standards (RTCAlDO-227) developed by an international group of experts.

The working group reviewed a detailed study of current Search and Rescue (SAR) operations involving 121.5 MHZ EL Ts, based upon NTSB data. The study indicated that up to six hours could be reduced from the SAR response time line by using 406 MHZ ELTs vice 121.5 MHZ ELTs. The working group accepted the results of the study and agreed that there was no doubt about the greater efficiency of the 406 MHZ ELT.

The issue that could not be agreed on by all parties was the mandatory replacement of older 121.5 MHZ ELTs by 406 MHZ EL Ts. Those opposed to mandatory replacement support 406 MHZ EL Ts for replacements on a voluntary basis. As an example, the CAP -- which has over 500 member aircraft -- has scheduled the replacement of its 121.5 MHZ ELTs with 406 MHZ ELTs. The ICSAR group and others felt strongly that because of the many limitations of the 121.5 MHZ system, e.g., high false alarm rate (exceeding 99%) and the poor activation performance in actual accidents (less than 12%), the 406 MHZ ELTs should be mandated in a reasonable time frame.

In recognition of the problems faced by the working group -- and to ensure that all avenues of possible agreement had been explored -- the FAA contracted with two excellent facilitators to aid in reaching consensus in the working group. In addition, an FAA contractor drafted several NPRMs that reflected the majority (406 MHZ) and minority positions (121.5 MHZ), and the FAA conducted a cost/benefit analysis of those proposals.

Despite all these efforts, the working group could not agree to any schedule for the mandatory replacement of the 121.5 MHZ ELT with the 406 MHZ ELT. Therefore, the ARAC Certification Issues Group recommends that the FAA review the attached material developed by the working group, including the draft NPRMs, economic evaluations, and reports of technical studies

Mr. Anthony Broderick, A VR-l January 18, 1996 Page 3

conducted by members of the working group. Following that review, the issue group hopes that the FAA will explore further rulemaking based upon the material developed by the working group.

Sincerely,

do- '. ~~~g James E. Dougherty, Chd

ARAC Certification Issues

Acknowledgement Letter

u.s. Department of Transportation

Federal Aviation Administration

FEB13~

Mr. William H. Schultz Aviation Rulemaking Advisory Committee General Aviation Manufacturers Association 1400 K Street NW, Suite 801 Washington, DC 20005-2485

Dear Mr. Schultz:

800 Independence Ave .. S.W. Washington, D.C. 20591

We have received the letter dated January 18 from Mr. James E. Dougherty, retired Assistant Chairman of the Aviation Rulemaking Advisory Committee (ARAC) on Aircraft Certification Procedures, in which he stated that the Emergency Locator Transmitter (EL T) Working Group has completed its deliberations on whether or not to upgrade the current rules regarding the installation and maintenance of EL T's. Although no formal document or report was developed, he did submit material that the working group developed, and recommended that the Federal Aviation Administration (FAA) review that material and explore further rulemaking.

The FAA has reviewed the material submitted and has determined that nothing further needs to be done by the ARAC on this issue. Therefore, we are removing the task from your ARAC agenda and consider the matter closed. We would like to thank Mr. Dougherty, you, and the members of the ELT Working Group for your efforts in working on this task. We recognize the complexity of the issues you studied and the need to address them, and we will consider the material the Working Group has submitted in any further action we take.

I would like to thank the aviation community, and particularly the ELT Working Group, for its commitment to ARAC and for its interest and effort in reviewing this matter.

Sincerely,

'r/~ . lll",~---// Anthony J. Broderick Associate Administrator for

Regulation and Certification

cc: Mr. James E. Dougherty

Recommendation

- -- ---- --- - ---~ - -- -~ GAMA

Mr. Anthony Broderick, A VR-l Associate Administrator for

Regulations and Certification Federal Aviation Administration 800 Independence Avenue SW Washington, DC 20591

General Aviation Manufacturers Association

1400 K Street NW, Suite 801 Washington, DC 20005-2485 (202) 393-1500 • Fax (202) 842-4063

January 18, 1996

Subject: Report, ARAC Emergency Locator Transmitter (ELT) Working Group

Dear Mr. Broderick:

The EL T Working Group has completed its deliberations on upgrading the current rules on the installation and maintenance of Emergency Locator Transmitters (ELTs). The working group has accomplished much in clearing up issues on the current TSO C91 and C91a (121.5 MHZ) ELT, and the group reached consensus on the following:

I. The FAA should not require the installation of automatic ELTs in scheduled domestic Part 121 and Part 135 operations.

2. The FAA should not require the replacement of 121.5 MHZ survival type ELTs (re: FAR 121.339) with 406 MHZ ELTs for extended overwater operations.

3. The working group accepted the recently approved standard established by the R TCA for Lithium Batteries.

4. The working group agreed that the FAA should immediately issue NPRM 90-11 as a final rule. This NPRM, and the final rule issued in June 1994, did not address the mandatory replacement of TSO C91 (121.5 MHZ) EL Ts; but, it did terminate their production and require that all replacement ELTs conform to TSO C91a or TSO C126. It also mandated specific maintenance and inspection requirements.

Although the working group is in full agreement on the need for a mandatory retrofit ofELTs, members of the working group have not reached a consensus on the type ofELT that should replace the old units. The general aviation community, including AOPA, CAP, EAA, AEA, HAl,

Mr. Anthony Broderick, A VR-l January 18, 1996 Page 2

and NASAO, believes that the mandatory replacement ofTSO C91 and C91a (121.5 MHZ) ELTs by C126 (406 MHZ) ELTs is cost prohibitive. Federal agencies represented in the Interagency Committee on Search and Rescue (ICSAR), plus the NTSB, Transport Canada, ALPA, ATA, NATA, and RAA, feel strongly that 406 MHZ ELTs provide positive User-ID and more accurate position location, resulting in far better service, and that only a mandated retrofit will drive down prices.

The committee, in its deliberations and investigation into the state of the art of the 406 MHZ ELT, has reached full agreement that the technology is mature. However, there is only limited manufacturing capability to meet any foreseeable demand.

Concerns about lithium battery technology were explored in great detail. The group reached the consensus that the lithium batteries needed by the 406 MHZ EL T must meet aeronautical safety requirements of established standards (RTCAlDO-227) developed by an international group of experts.

The working group reviewed a detailed study of current Search and Rescue (SAR) operations involving 121.5 MHZ EL Ts, based upon NTSB data. The study indicated that up to six hours could be reduced from the SAR response time line by using 406 MHZ ELTs vice 121.5 MHZ ELTs. The working group accepted the results of the study and agreed that there was no doubt about the greater efficiency of the 406 MHZ ELT.

The issue that could not be agreed on by all parties was the mandatory replacement of older 121.5 MHZ ELTs by 406 MHZ EL Ts. Those opposed to mandatory replacement support 406 MHZ EL Ts for replacements on a voluntary basis. As an example, the CAP -- which has over 500 member aircraft -- has scheduled the replacement of its 121.5 MHZ ELTs with 406 MHZ ELTs. The ICSAR group and others felt strongly that because of the many limitations of the 121.5 MHZ system, e.g., high false alarm rate (exceeding 99%) and the poor activation performance in actual accidents (less than 12%), the 406 MHZ ELTs should be mandated in a reasonable time frame.

In recognition of the problems faced by the working group -- and to ensure that all avenues of possible agreement had been explored -- the FAA contracted with two excellent facilitators to aid in reaching consensus in the working group. In addition, an FAA contractor drafted several NPRMs that reflected the majority (406 MHZ) and minority positions (121.5 MHZ), and the FAA conducted a cost/benefit analysis of those proposals.

Despite all these efforts, the working group could not agree to any schedule for the mandatory replacement of the 121.5 MHZ ELT with the 406 MHZ ELT. Therefore, the ARAC Certification Issues Group recommends that the FAA review the attached material developed by the working group, including the draft NPRMs, economic evaluations, and reports of technical studies

Mr. Anthony Broderick, A VR-l January 18, 1996 Page 3

conducted by members of the working group. Following that review, the issue group hopes that the FAA will explore further rulemaking based upon the material developed by the working group.

Sincerely,

do- '. ~~~g James E. Dougherty, Chd

ARAC Certification Issues

Friday,

December 22, 2000

Part X

Department ofTransportationFederal Aviation Administration

14 CFR Part 91Emergency Locator Transmitters; FinalRule

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81316 Federal Register / Vol. 65, No. 247 / Friday, December 22, 2000 / Rules and Regulations

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 91

[Docket No. FAA–2000–8552 AmendmentNo. 91–265]

RIN No. 2120–AH16

Emergency Locator Transmitters

AGENCY: Federal AviationAdministration (FAA), DOT,ACTION: Final rule.

SUMMARY: This final rule is being issuedto comply with Congressionally-mandated changes to FAA requirementsfor emergency locator transmitters. Thislegislation removed the currentexception of turbojet-powered aircraftfrom the emergency locator transmitterrequirement, and added a newexception for aircraft with a maximumpayload capacity of more than 18,000pounds when used in air transportation.The intended effect of this rule changeis to facilitate search and rescue effortsby increasing the likelihood of locatingturbojet-powered aircraft after accidents.DATES: This regulation is effectiveDecember 22, 2000. However,compliance with the new ELTrequirements in § 91.207 is delayeduntil January 1, 2004.FOR FURTHER INFORMATION CONTACT:Dean Chamberlain, AFS–820, FlightStandards Service, Federal AviationAdministration, 800 IndependenceAvenue, SW., Washington, DC 20591.Telephone: (202) 267–7956.SUPPLEMENTARY INFORMATION:

Availability of Final Rules

You can get an electronic copy usingthe Internet by taking the followingsteps:

(1) Go to the search function of theDepartment of Transportation’selectronic Docket Management System(DMS) Web page (http://dms.dot.gov/search).

(2) On the search page type in the lastfour digits of the Docket number shownat the beginning of this amendment.Click on ‘‘search.’’

(3) On the next page, which containsthe Docket summary information for theDocket you selected, click on the finalrule.

You can also get an electronic copyusing the Internet through FAA’s webpage at http://www.faa.gov/avr/armhome.htm or the Federal Register’sweb page at http://www.access.gpo.gov/su_docs/aces/aces140.html.

You can also get a copy by submittinga request to the Federal Aviation

Administration, Office of Rulemaking,ARM–1, 800 Independence AvenueSW., Washington, DC 20591, or bycalling (202) 267–9680. Make sure toidentify the amendment number ordocket number of this final rule.

Small Business Regulatory EnforcementFairness Act

The Small Business RegulatoryEnforcement Fairness Act (SBREFA) of1996, requires the FAA to comply withsmall entity requests for information oradvice about compliance with statutesand regulations withinnits jurisdiction.Therefore, any small entity that has aquestion regarding this document maycontact their local FAA official, or theperson listed under FOR FURTHERINFORMATION CONTACT. You can find outmore about SBFEFA on the Internet atour site http://www.faa.gov/avr/arm/sbrefa.htm. For more information onSBREFA, e-mail us at 9–AWA–[email protected].

BackgroundIn 1971, responding to a

Congressional mandate for rulemaking(Pub. L. 91–96), the FAA adoptedamendments to parts 25, 29, 91, 121,and 135 of title 14 of the Code ofFederal Regulations (CFR) to require theinstallation and use of EmergencyLocator Transmitters (ELTs), automaticor survival, as required, that met therequirements of Technical StandardOrder (TSO)–C91.

The amendments required that certainU.S.-registered civil airplanes beequipped with automatic ELTs. Anautomatic ELT is a crash-activatedelectronic signaling device used tofacilitate search and rescue efforts inlocating downed aircraft. The ELTscrash sensor is commonly called a G-switch (an actuation device thatoperates on acceleration forcesmeasured in G’s; one G denotes theacceleration of the earth’s gravity). Inmost installations, the ELT is attachedto the aircraft structure as far aft aspracticable in the fuselage in such amanner that damage to the device willbe minimized in the event of impact.

Certain aircraft, such as turbojet-powered aircraft and aircraft engaged inscheduled air carrier operations, wereexcepted from this requirement becausethey were considered to be more readilylocated after an accident and becausethey operate within the air trafficcontrol system and their operators havefiled instrument flight plans.

The rule was applicable to thoseairplanes that were considered to bemost difficult to locate after an accident,such as general aviation type airplanes.An ELT was considered particularly

helpful in locating an airplane that isoperated by a pilot who does not file aflight plan or operate within the airtraffic control system on an instrumentflight plan.

Since the adoption of thoseamendments requiring installation ofELTs, there had been unsatisfactoryfield experience with the automaticELTs manufactured under TSO–C91,specifically, a significant failure-to-activate rate, and false alarms. (NTSBSafety Recommendations A–78–5through A–78–12, issued in 1978addressed some of these ELT problems.)As a result, the FAA requested RTCA,Inc. (formerly the Radio TechnicalCommission for Aeronautics) to developa revised technical standard that wouldaddress these problems. The RTCAproject produced a minimumoperational performance standard thatwas referenced in TSO–C91a, issued inApril 1985. Installation of ELTs that metthis improved standard, however, wasvoluntary.

Following the issuance of the newTSO, in 1987 the NTSB issued safetyrecommendation A–87–104, thatrecommended that existing ELTs bereplaced with ELTs that comply withTSO–C91a by 1989. That safetyrecommendation also urged that ELTsbe subject to specific maintenancerequirements.

In October 1990, the NationalAeronautics and Space Administration(NASA) and the FAA completed areport entitled, ‘‘Current EmergencyLocator Transmitter (ELT) Deficienciesand Potential Improvements UtilizingTSO–C91a ELTs.’’ This reportconsolidated and analyzed most of theknown data on ELT problems andquantified the safety problem. Generalaviation accident and fatality data fromthe NTSB formed the cornerstone of thereport. The most significant conclusionsderived from the report showed: 23 to58 lives were lost per year due to rescueoperations made more difficult becauseof ELT failures. Fifteen percent of ELTfailures were attributed to poor or noELT maintenance; and, after excludinglives lost attributed to maintenance-related ELT failures, 64 percent or 13 to31 of the lives lost each year could havebeen saved with a complete transition toTSO–C91a ELTs.

Based on the known unsatisfactoryperformance of the TSO–C91 ELTsduring the 1970’s and 1980’s, the FAAissued Notice No. 90–11 (55 FR 12316April 2, 1990). This notice proposedthat ELTs approved under TSO–C91a(or later issued TSOs for ELTs) berequired for all future installations. TheNPRM further proposed that themanufacture of the TSO–C91 ELTs be

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81317Federal Register / Vol. 65, No. 247 / Friday, December 22, 2000 / Rules and Regulations

simultaneously terminated withissuance of a final rule. The term‘‘future installations’’ applied to newlymanufactured airplanes, and to thereplacement of existing ELTs as theybecame unusable or unserviceable.Additionally, the FAA solicitedcomments on the need for a fleet-wideELT replacement program and specificmaintenance requirements.

On June 21, 1994, the FAA issued afinal rule requiring that newly installedELTs on U.S.-registered aircraft be of animproved design that met therequirements of TSO–C91a or laterTSOs issued for ELTs (54 FR 32057).The final rule also addressed certainsafety recommendations made by theNTSB and the search and rescue (SAR)community. The FAA also adoptedimproved standards for survival ELTs.The rule was expected to have adramatic effect on reducing activationfailures and would increase thelikelihood of locating airplanes afteraccidents. In addition, publication ofthe final rule coincided with notice ofthe FAA’s withdrawal of manufacturingauthority for ELTs produced underTSO–C91.

This final rule was amended with acorrection, published on July 6, 1994,which stated that ELTs meeting therequirements of TSO–C91 could nolonger be used for new installationsafter June 21, 1995. (54 FR 34578)

Recent Congressional ActionAs stated earlier, turbojet-powered

aircraft had been excepted from the part91 ELT requirement because suchaircraft are normally flown underInstrument Flight Rules and arenormally in radio contact throughouttheir flight with air traffic control (ATC);as a result, their location is generallyknown by ATC throughout their flight.

However, Congress took action toremove this exception and require ELTequipment on turbojet-powered aircraftas a result of a missing ‘‘business jet’’type of turbojet-powered aircraft thatcrashed on approach to LebanonMunicipal Airport in New Hampshire in1996. This aircraft, a Learjet 35A, whichhad been operating under instrumentmeteorological conditions but did nothave an ELT, was not found until 1999(by a forester) approximately 17 nauticalmiles from the airport.

On April 5, 2000, Congress passedH.R. 1000, the Wendell H. FordAviation Investment and Reform Act forthe 21st Century (AIR–21) (Pub. L. 106–181). Section 501 of this legislation setforth the following requirements: (1) Itremoved the current exception ofturbojet-powered aircraft from the ELTrequirement: (2) It limited the scope of

the rule change by creating a newexception category for aircraft with amaximum payload capacity of morethan 18,000 pounds when used in airtransportation; (3) It required that theaffected turbojet-powered aircraft beequipped with ELTs that transmit on the121.5/243 megahertz frequency or the406 megahertz frequency or with otherequipment approved by the Secretary;and (4) It specified a compliance datefor the new changes, of January 1, 2002,unless the Administrator grantsoperators up to 2 years after January 1,2002, to equip affected turbojet-poweredaircraft with ELT equipment.

The removal of the exception forturbojet-powered aircraft in§ 91.207(f)(1) affects not only privatebusiness jets, such as the one lost afterthe 1996 accident in New Hampshire,but also any turbojet-powered aircraftthat does not qualify for one of the otherexceptions. Since current § 91.207(f)(2)excepts scheduled operations by aircarriers, the remaining operations thatare affected are unscheduled operationsconducted under parts 119, 121, and135 with turbojet-powered aircraft, aswell as turbojet-powered aircraftoperated under part 91 or part 125.However, such operations conducted inlarge turbojet powered aircraft in airtransportation are normally flown underIFR and are in radio contact with aflight-following or dispatch system orwith ATC throughout the flight. For thisreason Congress limited the scope of itsaction by adding an exception foraircraft with a maximum payloadcapacity of more than 18,000 poundswhen used in air transportation. ‘‘Airtransportation’’ is the carriage ofpersons or property as a common carrierfor compensation or hire, i.e., operationsconducted by air carriers. For purposesof this regulation, the definition of‘‘maximum payload capacity’’ in § 119.3will be used.

The provision in AIR–21 allowing theuse of ELTs operating on either the121.5/243 megahertz frequency or the406 megahertz frequency is consistentwith the types of ELTs that are currentlyapproved by the FAA for installation onaircraft. However, the FAA stronglyurges operators who are installing anELT for the first time, in order tocomply with this new requirement, toinstall an ELT that operates on the 406megahertz frequency, even though thisis the more costly option. There are tworeasons to do this:

1. In the final rule published on June21, 1994 (59 FR 32050), the FAArecommended the use of the 406 MHzELT, stating that the higher frequencyELT provides an enhancement and morelife-saving benefits, especially for

operations conducted over water and inremote areas. Commenters to the NPRMon which the 1994 final rule was basedargued that the 406 MHz ELT hassignificant technical improvements overthe 121.5/243 MHz ELT and that it iscompatible with the Search and RescueSatellite-Aided Tracking System(COSPAS–SARSAT). Commentersfurther argued that COSPAS/SARSAThas proven to be an effective tool indetecting and locating both maritimeand aeronautical distress incidents, thatthe satellite system had been creditedwith saving more than 1,700 lives, andthat, in many of these cases, the satellitesystem was the only means of detectingthe distress signal.

In addition, not only does the 406MHz ELT transmit a stronger signal thatcan be detected almost instantaneouslyby geostationary satellites, the 406 MHzELT signal can be coded with theowner’s identification or aircraft coding.This coding permits Search and RescueCoordination Centers to contact theregistered owner or operator and verifyif the aircraft is flying or safely tieddown or in a hangar. This permits arapid SAR response or allows the owneror operator to deactivate a 406 MHz ELTthat is inadvertently transmitting. Thisvaluable feature permits a very rapidSAR response in the event of a realaccident, and it saves valuable SARresources in the event of an inadvertent406 MHz ELT activation. In addition toits many other benefits, newer 406 MHzELTs are being designed with thecapability to transmit an aircraft’s lastknown position. This capability furtherreduces the 406 MHz’s already smallsearch area.

The current 121.5 MHz ELT is lower-powered, does not transmit any owneror aircraft coding, and its signal doesnot produce as small a search area as a406 MHz ELT. In addition, UnitedStates SAR organizations do notrespond as quickly to a 121.5 MHz ELTalert as they do to a 406 MHz alert. Thereason is the large number of 121.5 MHzELT false alerts. Because of the largenumber of 121.5 MHz ELT false alerts,the common practice is to wait for eithera confirmation of an alert by additionalsatellite passes or through confirmationof an overdue aircraft or similarnotification.

2. In the year 2009, the internationalCOSPAS–SARSAT satellite system willno longer provide satellite-basedmonitoring of the 121.5/243 MHzfrequency. After the date of the satellitetermination, in 2009, 121.5 MHz signalstransmitted from ELTs operating on thelower frequency will only be detectedby ground-based receivers such as local

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81318 Federal Register / Vol. 65, No. 247 / Friday, December 22, 2000 / Rules and Regulations

airport facilities or air traffic controlfacilities or by overflying aircraft.

Because of the many safety benefits ofinstalling ELTss operating on the 406MHz frequency, and the pendingtermination of the satellite-basedmonitoring of the 121.5/243 MHzfrequency, the Administrator hasdecided to extend the complianceperiod for this new ELT requirement toJanuary 1, 2004, as allowed under AIR–21, to permit those owners or operatorswho want to install the more effective406 MHz ELT time to do so. This extratime will ensure that manufacturers canprovide an adequate supply of thehigher frequency 406 MHz ELTs, whichin turn may lower the cost for operatorsrequired to purchase and install an ELTunder this final rule.

Waiver Under the AdministrativeProcedure Act

Under the Administrative ProcedureAct (APA) (5 U.S.C. 553(b)), an agencymay waive the normal notice andcomment requirements if it finds, forgood cause, that they are impracticable,unnecessary, or contrary to the publicinterest. Since AIR–21 mandated thechanges to the ELT requirements anddirected the FAA to issue a final rule byJanuary 1, 2001, the FAA hasdetermined that it has good cause towaive prior notice and comment and tomake this final rule effective in less than30 days after publication.

Paperwork Reduction ActThe Paperwork Reduction Act of 1995

(44 U.S.C. 3507 (d)) requires that theFAA consider the impact of paperworkand other information collectionburdens imposed on the public. TheFAA has determined that there are nonew information collectionrequirements associated with this rule.

Regulatory Evaluation SummaryChanges to Federal regulations must

undergo several economic analyses.First, Executive Order 12866 directs thateach Federal agency must propose oradopt a regulation only upon a reasoneddetermination that the benefits of theintended regulation justify its costs.Second, the Regulatory Flexibility Actof 1980 requires agencies to analyze theeconomic effect of regulatory changeson small entities. Third, OMB directsagencies to assess the effect ofregulatory changes on internationaltrade. Fourth, the Unfunded MandatesReform Act of 1995 requires agencies toprepare a written assessment of thecosts, benefits and other effects ofproposed or final rules that include aFederal mandate likely to result in theexpenditure by State, local or tribal

governments, in the aggregate, or by theprivate sector, of $100 million or moreannually (adjusted for inflation).

Since this rule carries forth thedirection and scope of the law, the costand the benefit are attributed to the lawand not to this implementing rule. Thus,in conducting these analyses, the FAAhas determined that this rule is not ‘‘asignificant regulatory action’’ undersection 3(f) of Executive order 12866and, therefore, is not subject to reviewby the Office of Management andBudget. The rule is not consideredsignificant under the regulatory policiesand procedures of the Department ofTransportation (44 FR 11034, February26, 1979). For the reason given above,this rule will not have a significantimpact on a substantial number of smallentities, will not constitute a barrier tointernational trade, and does not imposean unfunded mandate on state, local, ortribal governments, or on the privatesector.

The cost and the benefit of this ruleare attributed to Section 501 of thislegislation which set forth the followingrequirements: (1) It removed the currentexemption of turbojet-powered aircraftfrom the ELT requirement; and (2) Itrequired that these turbo-poweredaircraft be equipped with ELT’s thattransmit on the 121.5/243 megahertzfrequency or the 406 megahertzfrequency or with other equipmentapproved by the Secretary. This ruledoes not exceed the direction and scopeof the law as just described.

Final Regulatory FlexibilityDetermination

The Regulatory Flexibility Act of 1980(RFA) establishes ‘‘as a principle ofregulatory issuance that agencies mustendeavor, consistent with the objectiveof the rule and of applicable statutes, tofit regulatory and informationalrequirements to the scale of thebusiness, organizations, andgovernmental jurisdictions subject toregulation.’’ To achieve that principle,the Act requires agencies to solicit andconsider flexible regulatory proposalsand to explain the rationale for theiractions. The Act covers a wide-range ofsmall entities, including smallbusinesses, not-for-profit organizationsand small governmental jurisdictions.

Agencies must perform a review todetermine whether a proposed or finalrule will have a significant economicimpact on a substantial number of smallentities. If the determination is that itwill, the agency must prepare aregulatory flexibility analysis asdescribed in the Act.

However, if an agency determines thata final rule is not expected to have a

significant economic impact on asubstantial number of small entities,section 605(b) of the 1980 act providesthat the head of the agency may socertify and an regulatory flexibilityanalysis is not required. Thecertification must include a statementproviding the factual basis for thisdetermination, and the reasoning shouldbe clear.

This rule carries forth the directionand scope of section 501 of the WendallH. Ford Aviation Investment andReform Act. The cost and the benefit areattributed to the law and not to thisimplementing rule. Consequently, theFAA certifies that this rule will not havea significant economic impact on asubstantial number of small entities.

International Trade Impact StatementThe Trade Agreement Act of 1979

prohibits Federal agencies fromengaging in any standards or relatedactivities that create unnecessaryobstacles to the foreign commerce of theUnited States. Legitimate domesticobjectives, such as safety, are notconsidered unnecessary obstacles. Thestatute also requires consideration ofinternational standards and whereappropriate, that they be the basis forU.S. standards. In addition, consistentwith the Administration’s belief in thegeneral superiority and desirability offree trade, it is the policy of theAdministration to remove or diminishto the extent feasible, barriers tointernational trade, including bothbarriers affecting the export of Americangoods and services to foreign countriesand barriers affecting the import offoreign goods and services into theUnited States.

In accordance with the above statuteand policy, the FAA has assessed thepotential effect of this final rule and hasdetermined that it will impose the samecosts on domestic and internationalentities and thus has a neutral tradeimpact.

Federalism ImplicationsThe regulations herein will not have

substantial direct effects on the States,on the relationship between the nationalgovernment and the States, or on thedistribution of power andresponsibilities among the variouslevels of government. Therefore, inaccordance with Executive Order 13132,the FAA has determined that this rulewill not have sufficient federalismimplications to warrant the preparationof a federlism assessment.

Unfunded Mandates Reform ActTitle II of the Unfunded Mandates

Reform Act of 1995 (the Act), codified

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as 2 U.S.C. 1501–1571, requires eachFederal agency, to the extent permittedby law, to prepare a written assessmentof the effects of any Federal mandate ina proposed or final agency rule that mayresult in the expenditure by State, local,and tribal governments, in the aggregate,or by the private sector, of $100 millionor more (adjusted annually for inflation)in any one year. Section 204(a) of theAct, 2 U.S.C. 1534(a), requires theFederal agency to develop an effectiveprocess to permit timely input byelected officers (or their designees) ofState, local, and tribal governments ona proposed ‘‘significantintergovernmental mandate.’’ A‘‘significant intergovernmentalmandate’’ under the Act is anyprovision in a Federal agency regulationthat would impose an enforceable dutyupon State, local, and tribalgovernments, in the aggregate, of $100million (adjusted annually for inflation)in any one year. Section 203 of the Act,2 U.S.C. 1533, which supplementssection 204(a), provides that beforeestablishing any regulatoryrequirements that might significantly oruniquely affect small governments, theagency must have developed a plan that,among other things, provides for noticeto potentially affected smallgovernments, if any, and for ameaningful and timely opportunity toprovide input in the development ofregulatory proposals.

The FAA has determined that thisrule does not contain a Federalintergovernmental or private sectormandate that exceeds $100 million inany one year.

Environmental Analysis

FAA Order 1050.1D defines FAAactions that may be categoricallyexcluded from preparation of a NationalEnvironmental Policy Act (NEPA)environmental assessment orenvironmental impact statement. Inaccordance with FAA Order 1050.1D,appendix 4, paragraph 4(j), regulations,standards, and exceptions (excludingthose that, if implemented, may cause asignificant impact on the humanenvironment) qualify for a categoricalexclusion. The FAA has determined thatthis rule qualifies for a categoricalexclusion because no significantimpacts to the environment areexpected to result from itsimplementation.

List of Subjects in 14 CFR Part 91

Air traffic control, Aircraft, Aviationsafety, Safety.

The Amendment

For the reasons set forth above, theFederal Aviation Administrationamends 14 CFR part 91 as follows:

PART 91—GENERAL OPERATING ANDFLIGHT RULES

1. The authority citation for part 91continues to read as follows:

Authority 49 U.S.C. 106(g), 40103, 40113,40120, 44101, 44111, 44701, 44709, 44711,44712, 44715, 44716, 44717, 44722, 46306,46315, 46316, 46502, 46504, 46506–46507,47122, 47508, 47528–47531.

2. Amend § 91.207 as follows:a. By revising paragraphs (f)

introductory text, and (f)(1);b. Removing ‘‘; and’’ from the end of

paragraph (f)(9) and adding a period;c. Removing at the end of paragraph

(f)(10)(ii) and adding ‘‘; and’’; andd. Adding paragraph (f)(11). The

revisions and addition read as follows:

§ 91.207 Emergency locator transmitters.

* * * * *(f) Paragraph (a) of this section does

not apply to—(1) Before January 1, 2004, turbo-

powered aircraft;* * * * *

(11) On and after January 1, 2004,aircraft with a maximum payloadcapacity of more than 18,000 poundswhen used in air transportation.

Issued in Washington, DC on December 15,2000.Jane F. Garvey,Administrator.[FR Doc. 00–32511 Filed 12–21–00; 8:45 am]BILLING CODE 4910–13–M

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