Re-Registration and Renewal of Aircraft Registration, 41968-41983 [2010-17572]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 75, Number 138 (Tuesday, July 20, 2010)]
[Rules and Regulations]
[Pages 41968-41983]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2010-17572]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 13, 47, and 91

[Docket No. FAA-2008-0188; Amendment Nos. 13-34, 47-29, 91-318]
RIN 2120-AI89


Re-Registration and Renewal of Aircraft Registration

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This final rule amends the FAA's regulations concerning 
aircraft registration. Over a 3-year period, this rule will terminate 
the registration of all aircraft registered before October 1, 2010, and 
will require the re-registration of each aircraft to retain U.S. civil 
aircraft status. These amendments also establish a system for a 3-year 
recurrent expiration and renewal of registration for all aircraft 
issued registration certificates on or after October 1, 2010. This 
final rule amends the FAA's regulations to provide standards for the 
timely cancellation of registration numbers (N-numbers) for 
unregistered aircraft. This final rule makes other minor changes to 
establish consistency and ensure the regulations conform to statute or 
current Registry practices. These amendments will improve the accuracy 
of the Civil Aviation Registry database and will ensure that aircraft 
owners provide information to maintain accurate registration records. 
These amendments respond to the concerns of law enforcement and other 
government agencies to provide more accurate, up-to-date aircraft 
registration information.

DATES: These amendments become effective October 1, 2010.

FOR FURTHER INFORMATION CONTACT: For technical questions concerning 
this final rule contact John Bent, Civil Aviation Registry, AFS-700, 
FAA Mike Monroney Aeronautical Center, 6500 South MacArthur Boulevard, 
Oklahoma City, OK 73169; Telephone (405) 954-4331; e-mail 
john.g.bent@faa.gov. For legal questions concerning this final rule 
contact Robert Hawks, Office of Chief Counsel, (AGC-240); Federal 
Aviation Administration, 800 Independence Avenue, SW., Washington, DC 
20591; Telephone: (202) 267-7143; e-mail rob.hawks@faa.gov.

SUPPLEMENTARY INFORMATION:

Authority for This Rulemaking

    The FAA's authority to issue rules regarding aviation safety is 
found in Title 49 of the United States Code. 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.
    This rulemaking is promulgated under the authority described in 
Subtitle VII, Part A, Subpart III, Chapter 441, Section 44111. Under 
that section, the FAA is charged with prescribing regulations 
considered necessary to carry out this part. In that section, Congress 
mandated the Administrator modify the system for registering and 
recording aircraft necessary to make the system more effective in 
serving the needs of its users. The modifications described in this 
amendment include measures to ensure positive, verifiable, and timely 
identification of the true owners of aircraft operated in the national 
airspace system. Thus, these changes are within the scope of the FAA's 
statutory authority and are a necessary and reasonable exercise of that 
authority.

Table of Contents

I. Executive Summary of the Final Rule
II. Background
III. Summary of Comments
IV. Discussion of Final Rule
    A. Aircraft Re-Registration and Periodic Renewal of Registration
    B. Reminder Notice, Extended Filing Timeframes, and Online 
Access
    C. Triennial Aircraft Registration Report No Longer Required
    D. Time Limits for Aircraft in Sale Reported and Registration 
Pending Status
    E. Conforming Amendments
V. Miscellaneous Comments
    A. Re-Registration and Renewal
    B. Risks and Disruption
    C. Fees, User Fees, New Taxes
    D. Alternatives Suggested by Commenters
VI. Regulatory Notices and Analyses
    A. Paperwork Reduction Act
    B. International Compatibility
    C. Regulatory Evaluation, Regulatory Flexibility Determination, 
International Trade Impact Assessment, and Unfunded Mandates 
Assessment
    D. Executive Order 13132, Federalism
    E. Environmental Analysis
    F. Regulations that Significantly Affect Energy Supply, 
Distribution, or Use
    G. Availability of Rulemaking Documents
    H. Small Business Regulatory Enforcement Fairness Act

I. Executive Summary

    The FAA estimates that approximately one-third of the 357,000 
registered aircraft records it maintains are inaccurate and that many 
aircraft associated with those records are likely ineligible for United 
States registration. The inaccuracies result from failures in the 
voluntary compliance based system. Although aircraft owners are 
required to report the sale of an aircraft, death of an owner, 
scrapping or destruction of an aircraft, and changes in mailing 
address; many have not. Without owner initiated action, there has been 
no means to correct those records. The FAA has been asked by government 
and law enforcement agencies to provide more accurate and up-to-date 
aircraft registration information. This rule is intended to support the 
needs of our system users.
    The changes made by this Final Rule provide the FAA Aircraft 
Registry the tools to improve the currency and accuracy of the Civil 
Aircraft Registry database and maintain the improvement into the 
future. Re-registration of all U.S. civil aircraft over a three year 
period will redraw the Civil Aircraft Register with current data 
derived from recent contact with aircraft owners. Additionally, the FAA 
is enabled to cancel the registrations of those aircraft that are not 
re-registered. These amendments will also ensure that aircraft owners 
refresh that data by providing information on the status of their 
aircraft at least once every three years when registration is renewed. 
The expected reduction in registration data error provided by this rule 
and the corresponding cost of implementation is shown in the table 
below with estimates for alternate renewal intervals that were 
considered.
    This rule also eliminates the present Triennial Aircraft 
Registration Report Program, provides clear time limits and standards 
for canceling aircraft with registrations that have ended and for which 
no new registration application has been made or completed. It also 
makes several administrative changes to conform the regulation to 
statute and current registration practices.
    An NPRM was published in the Federal Register on February 28, 2008 
(73 FR 10701), requesting input on these goals and the proposed 
procedures to achieve them. Significant comments addressed concern that 
the proposed fee for registration renewal, which occurs every third 
year, would be increased and used as a device to raise revenue:

[[Page 41969]]

that the recurrent nature of renewal would create excessive 
opportunities for administrative failure that would interfere with 
revenue flights; and that the rule would cause significant new costs 
for owners, operators and financiers that work with multiple aircraft 
that had not been accounted for in estimates of the cost of the 
proposed rule. This final rule is responsive to these and other 
comments as addressed in the discussion that follows.

                            Summary of Costs and Benefits in Millions of 2007 Dollars
                                                 [Over 20 years]
----------------------------------------------------------------------------------------------------------------
                                                    Present value
                                        Cost           of cost                        Benefit
----------------------------------------------------------------------------------------------------------------
Re-registration and 3-Year                  $29.9           $16.3  Reduction in Error Rate by 31%.
 Renewal (Triennial Eliminated).
----------------------------------------------------------------------------------------------------------------

    Re-registration lowers the error rate from 36.5% to 5.7% for an 
improvement of 31%.
    Renewal every third year maintains this improvement.

II. Background

    The Aircraft Registration Branch (the ``Registry'') is responsible 
for developing, maintaining, and administering national programs for 
the registration of United States civil aircraft. First among these 
responsibilities is maintaining the registration database. The database 
identifies each registered aircraft by its registration number (N-
number), its complete description, and the name and address of its 
registered owner.
    Registration is a prerequisite for obtaining an airworthiness 
certificate, and together a registration certificate and airworthiness 
certificate enable operation of an aircraft in U.S. and foreign 
airspace. The FAA uses the information collected at the time of 
registration to communicate safety-related information such as 
Airworthiness Directives to aircraft owners. Similarly, aircraft 
manufacturers use this information to send out safety notices and other 
information. The FAA relies on the registration database when 
responding to an overdue flight or downed aircraft report and when 
enforcing its regulations. Law enforcement agencies rely on the 
registration database when investigating improper activities such as 
drug smuggling. The registration database is used to identify aircraft 
that could be used by U.S. armed forces. It also is a resource for 
buyers and sellers of aircraft and for banks that may finance those 
transactions.
    The FAA and other government agencies are increasingly developing 
sophisticated uses that are enabled by progressing technology. An 
example is Automatic Detection and Processing Terminal or ADAPT, a 
program developed by the FAA Strategic Operations Security with the 
Transportation Security Administration (TSA). (See 70 FR 73323, 
December 9, 2005.) This program continuously draws registration 
information for combination with other data, satellite feeds, and radar 
to develop a display of the national airspace complete with the 
registration status of each aircraft that is operating on a filed 
flight plan. Using this information, appropriate safety, security, and 
law enforcement actions can be initiated. The development of the ADAPT 
program and other safety- and security-related programs demand an 
accurate database.
    Today, approximately one-third of the 357,000 registered aircraft 
have questionable registrations. There are many causes for this large 
number of potentially inaccurate aircraft records. Failure to re-
register an aircraft after a sale to a new owner, failure to report the 
death of an owner, failure to report scrapping or destruction of 
aircraft, and failure to report changes of address erode the accuracy 
of the records. A requirement for registered owners to notify the 
Registry of these and other registration-related changes has been part 
of the registration regulations for many years. The number of 
questionable records in the registration database grows annually 
despite these requirements.
    In 1988, the FAA mission was expanded to include providing 
assistance to law enforcement agencies through the passage of the FAA 
Drug Enforcement Assistance Act of 1988 (the Act) (partially codified 
at 49 U.S.C. 44111). The Act charged the FAA with making specific 
modifications to the registration database to more effectively serve 
the needs of buyers and sellers of aircraft, law enforcement officials, 
and other users of the system. The FAA has addressed most of the issues 
identified in the Act and improved service to users through 
administrative modifications, technology upgrades, and focused 
enforcement programs. Access to aircraft data and most individual 
aircraft records is easy and routine.
    Although the FAA has worked to keep the registration database 
accurate and current, the Registry's ability to get timely updates of 
registration changes from aircraft owners is limited. From March 1970 
through January 1978, registered owners were required to file an annual 
report. Beginning in April 1980, the Triennial Aircraft Registration 
program required a report from registered owners when 3 years passed 
without the occurrence of certain aircraft registration activities. 
Under both programs, failure to send in the required report subjected 
the aircraft's registration certificate to revocation under 14 CFR part 
13.
    While a large portion of aircraft owners have and continue to 
report changes both independently and in response to a report notice, a 
significant portion of reports continue to be returned as undeliverable 
or not returned at all. Many orders revoking the prior owner's 
certificate of registration are returned as undeliverable. Because the 
new aircraft owner could be operating the aircraft on an ineffective 
and revoked certificate, the aircraft are kept in the system to prevent 
reassignment of the N-number to a second active aircraft.
    Notwithstanding administrative modifications to the registration 
system, and enforcement efforts, there is an increasing number of 
registered aircraft whose status is in question or whose owner cannot 
be contacted. With approximately one-third of registered aircraft 
assigned a questionable registration status, the present system of 
indefinite-duration registration certificates does not achieve the 
necessary accuracy and currency of aircraft registration data. 
Modifications to the aircraft registration system must be made to 
achieve a level of registration data reliability that meets the current 
and evolving needs of users. The FAA has determined that the most 
effective method for increasing the accuracy of its records is the 
establishment of limited-duration aircraft registration with clear 
standards for canceling N-number assignments when a registration 
expires or otherwise ends. The 3-year re-registration period will clear 
the registration database of aircraft with questionable registration.

[[Page 41970]]

Recurrent renewal at regular intervals will maintain the improved 
accuracy.
    The NPRM published in the Federal Register on February 28, 2008 (73 
FR 10701) proposed:
     Expiration of registration for all currently registered 
aircraft and their re-registration as scheduled over a 3-year period;
     Recurrent expiration and renewal on a 3-year interval of 
all aircraft registrations issued after the effective date of the 
proposed rule with a registration renewal process;
     Elimination of the present Triennial Aircraft Registration 
Report program;
     A 6-month limit on the time an aircraft may remain in the 
sale reported category without an application being made for 
registration before its N-number assignment is canceled;
     A 12-month limit on the time an applicant or successive 
applicants for registration have to complete the registration process, 
and provisions for reserving the aircraft's N-number if the aircraft is 
not registered at the end of this time; and,
     Cancellation of the N-number of an aircraft registered 
under a Dealer's Aircraft Registration Certificate (Dealer's 
Certificate), if the Dealer's Certificate has expired and application 
for registration has not been made under Sec.  47.31.
    The public comment period closed on May 28, 2008. Late-filed 
comments posted through June 30, 2008 were accepted for consideration.

III. Summary of Comments

    The FAA received 94 comments on the NPRM. The commenters consisted 
of aviation industry associations, air carriers, banks, finance 
companies, law firms, and individuals. Most commenters expressed 
multiple opinions, concerns, and suggestions, which were often repeated 
by others. Common areas of concern are grouped by subject for response.

IV. Discussion of the Final Rule

A. Aircraft Re-Registration and Periodic Renewal of Registration

    As proposed in the NPRM, this rule adopts the expiration and re-
registration of all registered aircraft over a 3-year period, followed 
by the expiration and renewal of aircraft registration at 3-year 
intervals. This rule establishes the expiration of registration for all 
aircraft registered before October 1, 2010, and provides for the re-
registration of all aircraft over a 3-year period according to the 
schedule provided in Sec.  47.40(a)(1). It also establishes the 
recurrent expiration and renewal of registration at 3-year intervals 
for all aircraft issued registration on or after October 1, 2010, in 
Sec.  47.40(c). The expiration date printed on the registration 
certificate of aircraft registered or re-registered after October 1, 
2010, will be 3 years from the last day of the month in which 
registration or re-registration occurred as provided in Sec.  47.40(a) 
and (b). A renewed aircraft registration will expire 3 years from the 
previous expiration date in accordance with Sec.  47.40(c). Replacement 
registration certificates issued on or after October 1, 2010, will 
display the same expiration date that was shown on the replaced 
registration certificate. If the replaced registration certificate did 
not display an expiration date, the replacement certificate will 
display the expiration date indicated in Sec.  47.40 based on the month 
of issue of the replaced registration certificate. Replacement 
certificates are issued after an address update, an N-number change, or 
the report of a lost or mutilated certificate. A replacement does not 
constitute re-registration or renewal.
    Several commenters, particularly aircraft operators and aviation 
financing and leasing companies, expressed concern over the re-
registration and periodic renewal of registration. Some commenters 
preferred, as an alternative to the proposal, updating the triennial 
program by ``putting teeth'' into its enforcement. This would include 
enforcing the requirement to return the triennial report even when no 
change has occurred and imposing fines or canceling registration when 
there is no compliance. The FAA has considered these alternatives and 
has determined they would not resolve the issues addressed by this 
rule. The ``teeth'' suggested (such as fines or cancellation for an 
owner not replying to the triennial) are the same options available to 
the FAA today. In appropriate cases, the FAA has and will continue to 
pursue enforcement actions as provided for in 14 CFR part 13. However, 
the purpose of this final rule is to maintain an accurate registry 
database, and the FAA has determined that re-registration and renewal 
of all aircraft registrations is the most efficient way to accomplish 
that purpose.
    Existing Sec.  47.51 requires the return of the triennial reports 
without changes. However, without an effective way of dealing with 
reports that were not returned or returned as undeliverable, the 
requirement became an unnecessary expenditure of resources for both the 
FAA and the public. Consequently, the instructions on the triennial 
report stated that return was unnecessary if no change had occurred. 
The FAA has concluded that recurrent registration expiration and 
renewal is the only way to ensure a regular validation of aircraft 
registration status and owner contact information. Therefore, as 
proposed, Sec.  47.51 is removed.
    Commercial commenters contended that the FAA underestimated the 
costs to some aircraft owners because aircraft registration often 
involves multiple parties. A high percentage of commercial and 
corporate aircraft, and a large number of general aviation aircraft, 
are leased to third parties and may be subject to financing agreements. 
These commenters stated they would need to implement systems to monitor 
the status of aircraft registrations for re-registration and renewal 
purposes. They also stated the costs of developing and maintaining such 
systems would be significant. The costs would include the need to hire 
an aviation professional to advise on, prepare, and file registration 
documents. They stated that outside counsel (engaged at a minimum of 
$350 per hour) would be required to review filings. Also, significant 
time would be spent by the various parties communicating with each 
other and with the FAA. Finally, they stated that an appropriate 
employee (such as a mechanic) must place and document the placement of 
the registration certificate in the aircraft. The commenters contended 
the costs associated with taking the actions necessary to comply with 
the regulations can be substantial for owners, operators, and financial 
institutions dealing with large aircraft fleets and should have been 
included in the regulatory evaluation.
    The FAA agrees that for certain aircraft owners, the cost in the 
NPRM was underestimated. The FAA has revised its estimates of recurrent 
costs to include the time needed to fill out the re-registration or 
renewal application form, time for a legal review before the owner 
signs the application, time for the owner to receive a registration 
certificate and forward it to the aircraft operator, and time for the 
operator to receive and place the registration certificate in the 
aircraft. The FAA also has included one-time, start-up costs for 
documenting in-house re-registration and renewal procedures and the 
training of key personnel.
    Costs for actions not directly imposed by the rule, such as actions 
a party might take for their own convenience or preference, were not 
included. Among these were costs for hiring outside personnel to 
interpret the new rule or assist with re-registration and renewal 
processing and costs for establishing tracking systems. These were 
classified as optional tools to assure compliance

[[Page 41971]]

that are chosen by the owner or other parties but not directly required 
by the rule. Many operations already have a tracking system for 
maintenance or scheduling aircraft. These systems could be modified or 
adapted to help maintain aircraft registration by those who choose to 
use this method. New registration certificates will have the expiration 
dates printed on them to inform the pilot of the approaching 
expiration. The Registry Web site also will show the expiration date 
for individual aircraft and list aircraft that are pending re-
registration or renewal. Most importantly, aircraft owners who keep 
their registration address current will receive two timely reminder 
notices before the scheduled expiration date of their aircraft's 
registration.
    The FAA recalculated the three 20-year scenarios presented in the 
NPRM to include the additional operating and start-up cost addressed in 
the previous paragraph. Each scenario starts with the 3-year re-
registration followed by 3-, 5-, and 7-year renewal cycles without a 
triennial program. The chart that follows shows the comparative costs 
and error rates achieved by these scenarios.

                         Estimated Costs and Error Rates for Re-Registration and Renewal
                                                 [Over 20 years]
----------------------------------------------------------------------------------------------------------------
                                                                                                   Inaccurately
                     Options                           Cost        Present value    Error rate      registered
                                                                       cost          (percent)       aircraft
----------------------------------------------------------------------------------------------------------------
Current Program.................................      $8,361,100      $4,428,900            36.5         132,100
Re-registration and 7-Year Renewal (Triennial          7,498,100       5,564,300            21.7          68,900
 Eliminated)....................................
Re-registration and 5-Year Renewal (Triennial         13,806,600       8,512,700            12.5          37,600
 Eliminated)....................................
Re-registration and 3-Year Renewal (Triennial         29,946,000      16,264,900             5.7          18,800
 Eliminated)....................................
----------------------------------------------------------------------------------------------------------------

    After comparing the results of these scenarios, the FAA has 
determined the best balance between cost and improved accuracy is 
provided by the 3-year re-registration followed by 3-year renewal 
cycles and no triennial program. Overall, questionable or erroneous 
registrations are expected to change from the current total error of 
approximately 36.5% to a projected total error of approximately 5.7%. 
While the alternative options cost less, the projected total error rate 
for each is significantly higher than the 3-year renewal option. The 
Regulatory Evaluation contains a detailed discussion of how costs were 
determined with an explanation of the calculations behind these 
scenarios.
    Re-registration of all aircraft and periodic renewal of 
registration will result in a more accurate database that will benefit 
all users. Law enforcement and security agencies will have access to 
more accurate registration records, which should increase their 
effectiveness in accomplishing their missions. The FAA and 
manufacturers will realize cost savings when mailing emergency 
airworthiness directives, safety notices, and surveys to aircraft 
owners. More reliable notification regarding safety issues should 
improve aviation safety.
    Commenters expressed concern over the opportunity re-registration 
and periodic renewal creates for administrative error that could ground 
an aircraft. They believe a renewal interval of 3 years increases this 
risk. Some commenters suggested a 5-year interval to coincide with 
fractional contracts or to match Uniform Commercial Code continuation 
filing. Another commenter suggested a 7-year interval to align with 
aging aircraft inspections.
    The FAA has considered the recommended renewal intervals. However, 
these events do not relate to, or further the goal of, improving the 
accuracy of registration information. It is impractical to tie the 
renewal term to financial events over which the FAA has no control or 
scheduled inspections that may vary be aircraft. However, the FAA does 
recognize that regular renewal creates a regulatory obligation that, if 
missed, could lead to the temporary grounding of an aircraft. To reduce 
the potential for these events to occur, the FAA is implementing 
several procedural safeguards introduced in the following discussion.

B. Reminder Notices, Extended Filing Timeframes, and Online Access

    The Registry will send owners two reminder notices rather than a 
single reminder as proposed in the NPRM. The first reminder notice will 
be sent 180 days before a registration is scheduled to expire. This is 
60 days earlier than the 120 days proposed in the NPRM. The reminder 
will provide basic instructions and identify the aircraft, its 
expiration date, and the 3-month filing window during which a 
registration or renewal application should be submitted. Filing the 
application within the assigned window will enable the new registration 
certificate to arrive before the old certificate expires. The second 
reminder notice will be sent at the end of the filing window to owners 
who have not yet re-registered or renewed registration. The filing 
window will close 2 months prior to the scheduled expiration date to 
allow for processing the applications and mailing the new certificates. 
Applications sent after the filing window closes will still be 
processed; however, due to processing and mailing times, the aircraft 
may be without authorization to operate until registration is 
completed. Section 47.40(a)(1) contains a chart with the schedule 
established for re-registration. The Registry will post lists on its 
Web site showing aircraft as they move through the various stages of 
re-registration and renewal. These changes should help owners keep 
their aircraft continuously registered and help keep other interested 
parties informed about the registration status of those aircraft.
    In the NPRM, the FAA proposed extending expiration dates past the 
regulatory expiration date if the FAA or applicant were unable to 
complete the renewal process in a timely manner. The FAA has concluded 
that this process would be complicated and costly for both aircraft 
owners and the Registry. The FAA has determined that moving the first 
reminder notice and the filing window forward by 2 months and using 
this additional time for application processing and certificate 
delivery is a better solution. The earlier filing and additional 2 
months for processing provides adequate time for a timely applicant to 
receive a new registration certificate. The process adopted by this 
final rule will reduce the uncertainty about registration certificate 
arrival and the potential burden of coordinating extensions that the 
proposed process would have created.
    The earlier reminder notice and additional processing time also 
respond

[[Page 41972]]

to requests from a few commenters who suggested a temporary operating 
authority for use with re-registration and renewal applications. The 
FAA permits temporary operation through the use of the second or ``Pink 
Copy'' of the application for registration for a reasonable period of 
time following a transfer of ownership. Because of statutory 
limitations, this type of temporary authority cannot be used for re-
registration and renewal because these events are not part of a 
transfer of ownership. Provided an owner files an application for re-
registration or renewal in a timely manner during the re-registration 
and renewal window, an interval of not less than two months will remain 
on the old certificate. This is sufficient time for an application to 
be processed and a certificate issued and delivered.
    The FAA planned to use the Aircraft Registration Application, AC 
Form 8050-1 as the application form for aircraft re-registration. To 
avoid confusion between the normal registration process with its 
temporary operating authority and the re-registration process, the 
Aircraft Registration Application, AC Form 8050-1 will not be used for 
re-registration. A separate application form has been developed and 
will be available from the Registry at its Web site, https://registry.faa.gov/renewregistration. Proposed regulatory language has 
been changed to keep the two processes separate.
    The FAA proposed to require paper forms for all re-registration and 
to allow online renewal application when no changes were necessary. 
Several commenters called attention to the convenience and savings that 
could be achieved with both online re-registration and renewal. One 
commenter believed that completing the application electronically could 
save about 25 minutes, providing convenience for owners. Others pointed 
out the savings in time and costs for the FAA if applications could be 
processed electronically.
    The FAA agrees that online re-registration and electronic 
processing could reduce costs, but only when there are no changes to be 
made to the current registration information. Accordingly, the rule 
provides for both online re-registration and renewal when no changes 
are required. Extending the online option to those aircraft with 
information changes to report would be convenient for owners. However, 
the FAA currently cannot process these information updates 
electronically. Therefore, at this time, re-registration or renewal 
applications with updates cannot be made online. However, future online 
submission is not prohibited by the regulatory text, and we are 
exploring options for future acceptance of registration information 
electronically. Regardless of whether information is received 
electronically or through a paper-based method, address updates and 
other changes also require review and action by an examiner, so cost 
savings to the Government in these situations would be minimal or 
nonexistent.
    The changes from the proposed rule discussed to this point extend 
the timeframes and simplify the procedures of the re-registration and 
renewal process to the benefit of owners, operators, and the FAA. When 
these elements of the rule are pulled together re-registration and 
renewal will operate similarly to the following example.
    For the purpose of re-registration, an aircraft registration 
certificate that does not contain an expiration date and was issued in 
March of any year has an assigned expiration date of March 31, 2011, as 
described in Sec.  47.40 of this rule. This example also applies to 
renewal of an aircraft registration certificate issued with an 
expiration date of March 31st . On or about October 1, the first 
reminder notice will be sent to the aircraft owner at the address of 
record. The notice will remind the owner of the pending expiration and 
announce that the 3-month filing window will run from November 1st 
through the last day of January. The notice will include a unique 
passcode for use with online filing that will be valid until the close 
of the assigned filing window. It will also provide information for 
both online and paper form filing. A printable form will be available 
online and from the Registry. The additional 2 months provided for 
application processing and certificate delivery run from February 1st 
through March 31st. Timely applications, meaning those received at the 
Registry during the filing window, will be processed and issued with 
sufficient time for the registration certificate to arrive well before 
expiration on the last day of March. Re-registration and renewal 
applications that report updates to registration information or are 
filed after the filing window closes must be made using the paper 
application. Filing after the end of the 3-month window creates the 
possibility the new certificate will arrive after the old certificate 
expires. An owner who has allowed registration to expire may apply for 
registration in accord with Sec.  47.31, by submitting an Aircraft 
Registration Application, AC Form 8050-1 and the registration fee 
identified in Sec.  47.17.
    A correct address on file will ensure that the reminder letters 
will be sent to the aircraft owner and avoid delays and possible loss 
of registration. There is no fee for updating an address or other 
information, like a name change, and it can be done at any time during 
or independent of the registration process.

C. Triennial Aircraft Registration Report No Longer Required

    In the NPRM, the FAA proposed to remove Sec.  47.51 and eliminate 
the requirement for aircraft owners to complete and return a Triennial 
Aircraft Registration Report. This proposal is adopted without 
modification in this final rule. The re-registration and renewal 
requirements adopted in this final rule eliminate the need for the 
triennial program.

D. Time Limits for Aircraft in Sale Reported and Registration Pending 
Status

    Accuracy and usability of the database require eliminating aircraft 
from questionable registration statuses such as ``Sale Reported'' or 
``Registration Pending.'' Approximately 17,000 aircraft are reported as 
sold and have remained in a ``Sale Reported'' status for more than 6 
months. Their registration has ended, but without standards for 
canceling the assignment of an aircraft registration number, the 
aircraft remain in the database. With a registration number still 
assigned, ``Sale Reported'' aircraft could operate under ``Pink Copy'' 
temporary authority at any time if an application for registration is 
made. Due to normal processing delays, it cannot be known to a system 
user what the actual status is. Accordingly, ``Sale Reported'' aircraft 
are in a perpetually questionable status.
    The FAA proposed to implement clear standards for the cancellation 
of registration number assignments from aircraft with ineffective 
registration. The basis for these standards is underscored in proposed 
Sec.  47.15(i). When the ownership of an aircraft is transferred, its 
registration is no longer effective, and the FAA may cancel the 
corresponding assignment of registration number. To establish clear 
time periods in which to complete the registration of a transferred 
aircraft, proposed Sec.  47.15(i) set forth timelines for cancellation 
of the assignment of registration number in three ownership transfer 
scenarios. The FAA will cancel the assignment of registration number if 
6 months have passed since notification to the FAA of transfer and no 
application for registration has been filed. The FAA will cancel the 
assignment of registration number if 1

[[Page 41973]]

year has passed since the application for registration was made, but 
the applicant or successive applicants have failed to meet the 
registration requirements of this part. The FAA will cancel the 
assignment of registration number if 6 months have passed since an 
aircraft dealer filed evidence of ownership in accord with Sec.  47.67 
that did not meet registration requirements, and these requirements 
have remained unmet. Section 47.15(i) is adopted as proposed in the 
NPRM without change.
    Several commenters thought that automatic cancellation of 
registration numbers for failing to renew or re-register is a severe 
penalty. These commenters suggested that the system should accommodate 
the retention of N-numbers without the complication of an application 
or fees because it is expensive to put a new N-number on an aircraft.
    Section 47.15(i) as adopted provides for the cancellation of an N-
number assignment to an aircraft when registration ends. However, the 
cancellation process is not an automatic action as commenters suggest. 
When aircraft registration ends, the Registry will wait 30 days to 
ensure that any recently received requests from the owner have been 
processed. The Registry will then send a letter about the pending 
cancellation if a good address for an owner is on file.\1\ The letter 
will inform the owner that the owner may reserve the N-number as 
provided for in newly adopted Sec.  47.15(j) or register the aircraft 
under Sec.  47.31 within 60 days from the date of the letter. If a 
reply is not received within 60 days, the aircraft record will be 
placed in a work packet and then in queue for an examiner to complete 
cancellation. If a good address for the aircraft owner is not on file, 
N-number cancellation will be scheduled for no sooner than 90 days from 
the date of expiration. During this time, the aircraft will appear on 
the Registry's webpage list of aircraft pending cancellation. Once 
cancellation is complete, the N-number will be unavailable for 
assignment for a period of 5 years in accord with Sec.  47.15(j).
---------------------------------------------------------------------------

    \1\ The Registry has a status it assigns to aircraft records 
that have had mail returned as undeliverable.
---------------------------------------------------------------------------

    The 5-year hold is related to both safety and customer service. 
Many aircraft that may be canceled from the registration database 
belong to owners who have been out of contact with the Registry. These 
aircraft may be in use or may return to operational status during the 
next few years. It would be unwise to release an N-number for use on a 
second aircraft when there is a chance the first aircraft is still 
operating. The 5-year hold also is responsive to requests from law 
enforcement agencies. Removing the N-numbers of unregistered aircraft 
from service for a few years helps them identify and evaluate operating 
aircraft.
    One commenter asked whether the requirement to return expired 
registration certificates could be modified. The costs to gather and 
return these certificates could be excessive for owners or operators 
with large or international fleets. The FAA agrees with this comment 
and has changed the language of proposed Sec.  47.41(b). Instead of 
returning an expired registration certificate, the holder must destroy 
it.
    A commenter asked why a limit of 120 days was established for use 
of the copy of a completed and returned Assignment of Special 
Registration Numbers, AC Form 8050-64. This commenter suggested a 
period of 180 days instead.
    This form is issued as authority to place a special N-number on a 
specific aircraft during the next 12 months. Within 5 days of painting 
the N-number on the aircraft, the form is to be completed with the 
painting date, signed by the owner, and returned to the Registry. The 
records will then be updated and a new aircraft registration 
certificate issued. While waiting for the new certificate, the owner is 
to keep a copy of the form with the old certificate as authorization to 
operate with the new N-number. The new certificate should arrive in 60 
to 90 days at which time the copy of the form loses its authority. The 
12-month and 120-day terms are imposed to establish a specific time 
limit in response to requests from law enforcement agencies. The FAA 
chose 120 days to allow response time for the occasional undelivered 
certificate. Given the time periods required to submit the appropriate 
documentation and the standard processing time, 180 days is excessive.

E. Conforming Amendments

    Since this rule eliminates Sec.  47.51, the rule includes 
conforming amendments to Sec. Sec.  13.19 and 13.27 to remove the 
references to Sec.  47.51. This rule also includes a conforming 
amendment to Sec.  91.203(a)(2) to eliminate the reference to the 
``pink copy'' of the Aircraft Registration Application.

V. Miscellaneous Comments

A. Re-Registration and Renewal

    One commenter suggested sending additional notices to an aircraft's 
lessee, secured party, or operator as known parties that could ensure 
re-registration or renewal is accomplished in a timely manner.
    The aircraft registration regulations identify the aircraft owner 
as the responsible party to which the Registry directs any 
communication. The FAA cannot justify modifying the current system to 
maintain addresses for parties other than the registered aircraft 
owner. Identifying these other interested parties might require the FAA 
to perform a title review of each aircraft's records, which contradicts 
the registered owner's duty to comply with all obligations it may have 
under leases, security agreements, or other contracts. Additionally, a 
system of secondary addresses would create a maintenance burden to keep 
these addresses current.
    One commenter stated that it is not clear how this proposal would 
create a net time savings for any party as the cost/benefit analysis 
claims.
    Neither the discussion in the NPRM nor the cost/benefit analysis 
claimed that there would be a net time savings for any party.
    One commenter suggested that the FAA review the proposal and 
analyze its impact on foreign airlines and for conformity with other 
registration requirements and commitments, such as the Cape Town 
Convention on International Interests in Mobile Equipment.
    The FAA agrees that U.S. civil aircraft operated internationally 
must comply with FAA as well as foreign operational standards. Leases 
often state that the lessee will comply with applicable regulations and 
laws present and future. The U.S. aircraft registration certificate 
conforms to the model certificate provided by the International Civil 
Aviation Organization. The addition of an expiration date is an 
enhancement over the basic requirement. This difference provides more 
confidence to foreign officials that the aircraft is properly 
registered. Validating registration and placing a renewal certificate 
in a U.S. registered aircraft operated in another country has little 
chance of conflicting with international commitments. This rule has no 
effect on the Cape Town Convention.

B. Risks and Disruption

    Many commenters expressed concern with the time, personnel, and 
administrative costs associated with implementing the rule as proposed. 
These commenters thought the increase in workload at the Registry would 
result in critical backlogs that would negatively affect both normal 
and rule-related work.
    The FAA understands that confidence in the success of this final 
rule rests on

[[Page 41974]]

the ability of the Registry to perform without excessive backlogs. A 
portion of the new work will be offset by the elimination of the 
triennial report program. Recent staffing changes and upgrades to the 
electronic documents processing systems will help streamline the new 
workload. Additionally, online ``no-change'' re-registration 
application filing and fee payments will be available. No critical 
backlogs in re-registration, renewal, or normal workload are expected 
as a result of this final rule.
    Several lessees commented that lenders might modify contract 
covenants to require additional reports and assurances, or possibly 
withdraw from lending due to the real or perceived increase in 
uncertainty created by the proposed rule.
    This final rule creates certainty in the registry database. 
Lenders, insurers, and other interested parties will now be able to 
verify whether the aircraft owner is complying with any registration 
terms and conditions contained in those private contracts. The FAA 
believes this rule will not be a factor in lenders deciding whether to 
finance aircraft transactions. Verifying or demonstrating successful 
re-registration or renewal may be done using the searchable aircraft 
information feature on the FAA Web site. The display for each aircraft 
will show the issue date for its certificate as well as the next 
expiration date. Owners can download the registration database and 
create reports or populate their own fleet management databases. 
Reports could then be transmitted to a lender. With this information 
available on the Web site, and the 180-day and 60-day notices of 
expiration sent to the aircraft owner, investor confidence in the U.S. 
aviation industry should remain essentially unchanged by the 
implementation of this final rule.
    Several commenters stated that expired registration could result in 
litigation because the ownership of the aircraft could be questioned. 
Specifically, these commenters were concerned that security interests 
filed against the aircraft could be held invalid or subordinate, thus 
exposing banks and other lenders to economic losses.
    The FAA has determined this final rule will have no impact on 
priorities established by recording those interests at the FAA's 
Aircraft Registry. The United States ratified the Cape Town Convention 
which, in addition to other items, established an International 
Registry for registering covered interests in most commercial-sized 
aircraft. Article 29 of the Cape Town Convention firmly establishes 
that ``a registered interest has priority over any other interest 
subsequently registered and over an unregistered interest.'' The 
continued priority of an interest established by registering that 
interest with the International Registry is not dependent upon 
continued United States civil aircraft registration. For aircraft not 
covered by the Cape Town Convention, security interests properly filed 
and recorded at the FAA's Aircraft Registry are arguably provided 
perpetual validity without further recording. Registration expiration 
does not change the ownership or otherwise affect interests in an 
aircraft, but private contract terms may affect those interests. The 
records for all aircraft that are currently on, or have been on, the 
United States aircraft registry are permanent records and will remain 
available for review regardless of registration status.
    Several commenters stated that expired registration could leave an 
aircraft without insurance coverage protecting its owner, lenders, 
lessee, and passengers. Commenters suggest that if an aircraft 
registration inadvertently expires, the insurance company might take 
the position that all or some coverage does not apply.
    The FAA is aware that the renewal requirements of the final rule 
create a recurring event with which an aircraft owner may fail to 
comply. The additional reminder notice and enhanced registration 
information available on the Registry Web site should reduce the 
likelihood of an inadvertent failure to maintain registration. Aircraft 
owners who keep their addresses up-to-date, respond promptly to the 
reminder notices, and alert their pilots not to operate aircraft with 
expired certificates should avoid operating without current 
registration.
    A large number of commenters thought that a lessor, particularly a 
`passive' owner-trustee lessor for multiple aircraft, could become 
liable to the lessee and investors if the lessor failed to obtain 
renewal certificates and provide them to a lessee in time to place them 
into the aircraft before expiration. The lessor also might have 
difficulty collecting any renewal fees fronted for its lessee.
    As stated in 49 U.S.C. chapter 441, only the owner of an aircraft 
is eligible to apply for registration. An owner's choice to assume a 
passive role does not relieve it of its duties to comply with all 
applicable registration regulations. The FAA cannot justify tailoring 
the registration regulations to accommodate owners who choose to assume 
a passive role. As discussed previously, the FAA has modified this 
final rule so an owner will have sufficient time to obtain a re-
registration or renewal certificate and forward it to the lessee for 
placement in the aircraft before the old certificate expires.

C. Fees, User Fees, New Taxes

    Several commenters saw this rulemaking as an excuse to collect a 
recurring user fee or tax. Others acknowledged that the current $5 
registration fee is too low. Some contended the $45 and $130 fees 
proposed in the FAA Reauthorization bill were too high, arguing that an 
equitable fee would be lower. Some express concern the $130 fee would 
apply every 3 years, claiming that fee is too burdensome. One commenter 
saw the registration fee as a penalty for those who are late in meeting 
the deadline for re-registration. Another commenter offered that the 
full costs of aviation need to be assumed by those rich enough to buy 
and fly planes, not the general taxpayers.
    The NPRM proposed a $5.00 re-registration and renewal fee. This is 
a new and recurring fee which matches the current registration fee, 
even though it is less than the estimated direct cost of processing re-
registration and renewal actions. The Federal Aviation Administration 
Reauthorization bill (H.R. 915), if enacted as passed by the House of 
Representatives on May 21, 2009, will provide the authority to increase 
registration-related fees. The projected fees are higher than current 
fees but reflect only the direct and applicable indirect unit costs of 
the FAA Registry's Aircraft Registration Branch. The $130 registration 
fee projected in the legislation would not apply as the fee for re-
registration or renewal. If estimated by the same method used for the 
reauthorization bill, the fee for re-registration and renewal would be 
about $45. Neither the reauthorization bill, nor the NPRM, proposed a 
registration fee that includes a tax, user fee, or charge to generate 
revenue for purposes other than maintaining an accurate aircraft 
registration database.
    Two commenters contended the increase in registration and renewal 
fees might raise the cost of learning to fly beyond the means of some 
students or otherwise discourage individuals from flying.
    The FAA does not believe that these higher fees would cause 
students not to be able to learn to fly. Because this fee would be paid 
by aircraft owners, the costs could be prorated among flight 
instruction sessions. Costs for each student pilot would then be 
negligible.

[[Page 41975]]

    One commenter proposed a sliding scale for people who have more 
than one aircraft. Another mentioned that these fees would affect 
general aviation more severely than airlines. This same commenter notes 
that the registration fee for cars is reduced as the car ages. Another 
requested the registration fee be tied to the aircraft's certificated 
gross weight or type certification.
    The fees discussed are based on the costs to process aircraft 
registration, re-registration, or renewal. These costs are the same for 
all aircraft. Therefore, the use of sliding scales, number of aircraft 
owned, weight, type, age, or value of an aircraft to determine a fee 
would be inconsistent with the cost recovery nature of the fee.
    Many commenters characterized the proposed rule as, ``penalizing 
the law abiding citizens who provide the information required by the 
Government.'' They suggest that the FAA penalize those who do not 
comply and raise revenue through punitive actions focusing on the 
noncompliant parties.
    The FAA does not seek to penalize the innocent and appreciates 
those aircraft owners who have made a conscientious effort to promptly 
report any changes in their addresses or the statuses of their 
aircraft. As discussed earlier, many changes go unreported each year. 
In light of the arguments presented in the NPRM and this final rule, 
recurrent expiration and renewal of aircraft registration is the only 
identified option that can clear accumulated error from the 
registration records and maintain it at an acceptable level.

D. Alternatives Suggested by Commenters

    Several commenters suggested that registration is or can be 
inspected as part of an aircraft's annual inspection.
    Only the aircraft owner has the knowledge sufficient to review, 
update, and affirm the validity of an aircraft's registration 
information. Therefore, the FAA has concluded that it is inappropriate 
to include verification of registration as part of an annual 
inspection, which may not involve the participation of the aircraft 
owner.
    One commenter suggested a one-stop FAA address change program, and 
another suggested that the time given to report an address change be 
extended from 30 to 90 days.
    The FAA processes multiple address change requests when these 
requests indicate the offices that need to be notified. For example, if 
a pilot provides an address update and indicates that it also affects a 
specific aircraft that the pilot owns, the FAA updates both the airmen 
and aircraft databases. Similarly, the Web page for Airmen 
Certification address updates has a reminder message for pilots to also 
update any affected aircraft records with a link to instructions on how 
to do this. The Registry accepts and processes address updates whenever 
they are reported. Extending the timeframe from 30 to 90 days would not 
lower the incidence of bad addresses on file. It could however, lower 
the perception that it is important to promptly report address and 
other registration changes.
    Several commenters suggested the FAA should capture address changes 
from maintenance forms, DOT Form 6410, the State Registries, the Airmen 
database, and from spot checks conducted by Airworthiness Inspectors.
    The Registry has routinely made use of alternate resources to 
locate possible current addresses. A few of these include the Airmen 
Certification files, the U.S. Postal Service Change of Address 
database, returned surveys, and airworthiness directive forms. The 
Registry uses addresses from these alternate sources to contact 
aircraft owners and ask them to verify the correct registration 
address. It should be noted that while the FAA may be able to locate an 
aircraft's registered owner, changes to the registration information 
maintained on their aircraft can be authorized only by the owner.
    A few commenters suggested that a title system for aircraft would 
provide better information.
    The commenters did not offer any insight into how a title system 
would provide better information than the existing Certificate of 
Registration system as modified by this final rule. The FAA is 
authorized to modify its system to include a system of titling 
aircraft. (See 49 U.S.C. 44111(c)(1).) However, the costs of converting 
to a titling system would likely far outweigh any benefits that would 
be derived. Even with a titling system, some form of initial and 
periodic updating of information would still be necessary to obtain and 
maintain the level of accuracy this final rule will provide.
    Several commenters suggested exempting aircraft documented on Parts 
121 and 135 maintenance certificates or operated by Fractional or 
Flight Department Operations.
    Exempting any class of registered aircraft would reduce the 
effectiveness of this rule. All categories of aircraft contribute to 
the registration errors this rule seeks to correct and prevent from 
accumulating in the future. Exempting any group of registered aircraft 
would also require the FAA to operate dual registries, which is 
operationally impractical.
    There were a few suggestions that proposed exempting general 
aviation aircraft, because ``they are too small to be a security risk'' 
or ``terrorists use big airplanes.''
    The FAA does not agree. Large aircraft are operated as general 
aviation aircraft and all aircraft, regardless of size, are important 
enough to be furnished current safety information. Also, many small and 
medium-sized aircraft have been found suitable for drug running and 
similar activities of interest to law enforcement agencies.
    Two commenters requested flexibility in choosing renewal dates.
    This suggestion was not accepted. Allowing the choice of renewal 
date would unnecessarily complicate both the workflow of registration 
renewal and the overall management of the program. Keeping renewal 
dates linked to an aircraft's registration date ensures that the 
Registry's workload will occur evenly through the year eliminating 
potential recurring seasonal backlogs.
    One commenter asked the FAA to drop enforcement of the recent 
change to Section 47.41(b)(3), which requires return of registration 
certificates within 21 days of termination of registration. This 
requirement creates a labor-intensive chore when a fleet of aircraft 
changes hands.
    The FAA rejects the commenter's suggestion. The 21 days allowed for 
the return of an ineffective registration certificate provides a 
definite and reasonable timeframe to take this action. However, to 
avoid creating any additional burden, this final rule has changed Sec.  
47.41(b)(3) to direct the holder to destroy an expired registration 
certificate rather than return it to the FAA.
    One commenter suggested moving the ``Sale Reported'' time limit 
from Sec.  47.15(i)(4) to Sec.  47.35, Aircraft Last Previously 
Registered in the United States. This would enable a new owner to see 
at a glance what their certificate requirements are.
    The FAA has determined that Sec.  47.15(i), which addresses the 6-
month interval between filing an aircraft ``Sale Reported'' notice and 
N-number cancellation, is in the appropriate location. Section 47.35 
refers the reader to Sec.  47.15 and other sections with which the new 
owner must comply. Owners are encouraged to review all of part 47 to 
ensure compliance with registration regulations.
    One commenter suggested that an N-number assignment for aircraft 
entering or re-entering the U.S. registration system should be valid 
for 180 days

[[Page 41976]]

instead of the 90 days presently allowed.
    The FAA does not agree. These assignments are made to aircraft that 
are entering the U.S. registration system and need an N-number to place 
on their application and supporting documentation. Time is needed only 
for entering the N-number on their documents, delivering them to the 
Registry, and for registration processing time. If a delay arises that 
is out of the applicant's control, the applicant may apply for an 
extension. Because these aircraft may not operate until a registration 
certificate is issued, these applications receive priority processing. 
If a longer lead time is needed, the owner is encouraged to reserve an 
N-number and make application for assignment at the appropriate time.
    One commenter, both a pilot and air traffic controller, cautions 
that under no circumstances should a controller be concerned with Part 
47, nor should an aircraft in flight be denied air traffic service and 
support.
    This rule concerns re-registration, registration, and renewal of 
aircraft registration certificates. It is not intended to address air 
traffic control issues.
    Several commenters suggested the FAA should require re-registration 
and renewal applicants to report total airframe flight hours from a 
specific date with an estimated breakdown of that time by primary 
mission areas or types of operation. The data collected would enhance 
safety research and measurement of safety improvement.
    This suggestion is beyond the scope of this final rule.
    One commenter, an aviation parts provider and Supplemental Type 
Certificate holder, requests that a primary key be assigned to aircraft 
records available for download from the Registry's Web site. This would 
enable data users to track individual records through successive 
downloads even if N-numbers, model names, or serial numbers change and 
track which of their products are in use on these aircraft. Similar 
benefits would be available to manufacturers, government, and law 
enforcement agencies depending on their applications.
    Although this suggestion is beyond the scope of this final rule, it 
will be forwarded to the appropriate FAA organization for 
consideration.
    One commenter proposed revising Sec.  47.33(a)(2) to allow use of 
an invoice from a kit manufacturer as evidence of ownership equal to a 
bill of sale.
    This proposal is beyond the scope of this rule. Section 47.33(b) 
provides an alternative method of establishing aircraft ownership.
    One commenter proposed replacing the annual inspection requirement 
for noncommercial aircraft with an inspection requirement based on a 
combination of flight hours and time since last inspection. The longest 
interval before inspection would be 3 years. This would save time and 
money for the many aircraft owners of low use aircraft without 
affecting safety.
    This proposal is beyond the scope of this rule. The commenter may 
submit this proposal as its own project in accord with CFR 14 Part 11 
Basic Rulemaking Procedures.
    One commenter representing a finance company disagreed with the 
need for additional disclosures in financing documents. The current 
level of required exposure allows competitors to undercut each others 
deals, reducing income margins for finance companies.
    This proposal is beyond the scope of this rule.

VI. Rulemaking Notices and Analyses

A. Paperwork Reduction Act

    As required by the Paperwork Reduction Act of 1995 (44 U.S.C. 
3507(d)), the FAA submitted a copy of the new information collection 
requirements in this final rule to the Office of Management and Budget 
(OMB) for its review. OMB assigned OMB Control Number 2120-0729. An 
agency may not collect or sponsor the collection of information, nor 
may it impose an information collection requirement unless it displays 
a currently valid Office of Management and Budget (OMB) control number.
    A description of the annual burden is shown below.
    Description of Respondents: The likely respondents to the 
information requirements in this final rule are all aircraft owners who 
want to continue registration past the expiration date on their 
Certificate. The FAA estimates the number of renewals will be 65,719 
annually; however, the number of aircraft owners and the signature 
requirements for each aircraft vary depending on the registration type 
(e.g., individual, partnership, government, or co-ownership).
    Estimated Burden: Over 20 years, the FAA estimates 1,308,873 forms 
will be processed. Of these forms, 191,652 will be for re-registration 
and 1,117,221 will be for renewal. As described in the Regulatory 
Evaluation, the FAA estimates its own processing costs will be $9.10 
and $5.82, respectively, per form. Over 20 years, these costs sum to 
$8,246,259.42 (calculation: 191,652 times $9.10 plus 1,117,221 times 
$5.82), for an annual cost of $412,312.97 (calculation: $8,246,259.42 
di