Student Pilot Application Requirements, 1292-1307 [2016-00199]
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Federal Register / Vol. 81, No. 7 / Tuesday, January 12, 2016 / Rules and Regulations
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this AD.
Costs of Compliance
We estimate that this AD affects 1
engine installed on an airplane of U.S.
registry. We also estimate that it will
take about 7 hours per engine to comply
with this AD. The average labor rate is
$85 per hour. Required parts cost about
$780,000 per engine. Based on these
figures, we estimate the total cost of the
AD to U.S. operators to be $780,595.
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Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. 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.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701:
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation
in Alaska to the extent that it justifies
making a regulatory distinction, and
(4) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
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List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
(g) Related Information
For more information about this AD,
contact John Frost, Aerospace Engineer,
Engine Certification Office, FAA, Engine &
Propeller Directorate, 12 New England
Executive Park, Burlington, MA 01803;
phone: 781–238–7756; fax: 781–238–7199;
email: john.frost@faa.gov.
(h) Material Incorporated by Reference
None.
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
make your request. You may email your
request to: ANE-AD-AMOC@faa.gov.
[Amended]
Issued in Burlington, Massachusetts, on
December 21, 2015.
Colleen M. D’Alessandro,
Directorate Manager, Engine & Propeller
Directorate, Aircraft Certification Service.
[FR Doc. 2015–33075 Filed 1–11–16; 8:45 am]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
2015–27–01 General Electric Company:
Amendment 39–18360; Docket No.
FAA–2015–6823; Directorate Identifier
2015–NE–38–AD.
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 61 and 183
(a) Effective Date
This AD is effective January 27, 2016.
[Docket No.: FAA–2010–1127; Amdt. Nos.
61–135 and 183–15]
(b) Affected ADs
None.
RIN 2120–AJ42
(c) Applicability
This AD applies to General Electric
Company (GE) GE90–76B, –77B, –85B, –90B,
and –94B turbofan engines with highpressure compressor (HPC) stage 8–10 spool,
part number 1694M80G04, installed.
Student Pilot Application
Requirements
(d) Unsafe Condition
This AD was prompted by an uncontained
failure of the HPC stage 8–10 spool, leading
to an airplane fire. We are issuing this AD to
prevent failure of the HPC stage 8–10 spool,
uncontained rotor release, damage to the
engine, and damage to the airplane.
(e) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(1) Perform an eddy current inspection or
ultrasonic inspection of the stage 8 aft web
upper face of the HPC stage 8–10 spool for
cracks as follows:
(i) For HPC stage 8–10 spools with serial
number (S/N) GWNHC086 or GWNHB875,
inspect within 150 cycles-in-service (CIS),
after the effective date of this AD.
(ii) For HPC stage 8–10 spools with S/N
GWNHC154, GWNHA455, GWNHC153, or
GWNHB516, inspect within 300 CIS, after the
effective date of this AD.
(2) Remove from service any HPC stage 8–
10 spool that fails the inspection required by
paragraph (e)(1) of this AD and replace the
spool with a spool eligible for installation.
(f) Alternative Methods of Compliance
(AMOCs)
The Manager, Engine Certification Office,
FAA, may approve AMOCs for this AD. Use
the procedures found in 14 CFR 39.19 to
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Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This action requires
applicants to apply for a student pilot
certificate through a Flight Standards
District Office, designated pilot
examiner, airman certification
representative associated with a pilot
school, or certified flight instructor.
Aviation Medical Examiners will no
longer issue a combination medical
certificate and student pilot certificate.
Student pilot certificates will be issued
on the same medium as other pilot
certificates and will have no expiration
date. All student pilot certificates issued
before the effective date of this final rule
will expire according to their terms
unless they are replaced by another
pilot certificate. This final rule responds
to section 4012 of the Intelligence
Reform and Terrorism Prevention Act
and facilitates security vetting by the
Transportation Security Administration
of student pilot applicants prior to
certificate issuance. This action
withdraws the proposal for pilot
certificates to include a photograph of
the individual pilot. Section 321 of the
FAA Modernization and Reform Act of
2012 supersedes section 4022 of the
Intelligence Reform and Terrorism
Prevention Act, which provided the
SUMMARY:
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Federal Register / Vol. 81, No. 7 / Tuesday, January 12, 2016 / Rules and Regulations
basis for the proposed rule. The FAA
intends to publish in the future a
proposed rule that would implement
section 321. Additionally, this action
withdraws the proposal to implement
fees for pilot certificates.
DATES: This rule is effective April 1,
2016.
For information on where to
obtain copies of rulemaking documents
and other information related to this
final rule, see ‘‘How to Obtain
Additional Information’’ in the
SUPPLEMENTARY INFORMATION section of
this document.
FOR FURTHER INFORMATION CONTACT: Trey
McClure, Airmen Certification and
Training Branch, AFS–810, Flight
Standards Service, Federal Aviation
Administration, 55 M Street SE., 8th
Floor, Washington, DC 20003; telephone
(202) 267–1100; email trey.mcclure@
faa.gov.
ADDRESSES:
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Executive Summary
A. Purpose of Action
B. Student Pilot Application Requirements:
Summary of Current, Proposed, and
Finalized Provisions
C. Costs and Benefits of the Final Rule
II. Authority for This Rulemaking
III. Background
A. Congressional Mandate
B. Related Actions
C. Summary of the NPRM
D. General Overview of Comments
E. Summary of Final Rule
IV. Discussion of Public Comments and Final
Rule
A. Photo on Pilot Certificates
B. Application Process for Pilot Certificates
With Photo Other Than Student Pilot
Certificates
C. Requiring Student Pilots To Obtain a
Plastic Pilot Certificate
D. Duration of Photo on Pilot Certificate
E. Fees for Issuing Pilot Certificates With
Photo
F. Implementation Process
G. Regulatory Evaluation
H. Miscellaneous Comments
1. Redesigning Pilot Certificate
2. Proposed § 61.3—Requirements for
Certificates, Ratings, and Authorizations
V. Regulatory Notices and Analyses
A. Regulatory Evaluation
B. Regulatory Flexibility Determination
C. International Trade Impact Assessment
D. Unfunded Mandates Assessment
E. Paperwork Reduction Act
F. Privacy Impact Assessment
G. International Compatibility and
Cooperation
H. Environmental Analysis
VI. Executive Order Determinations
A. Executive Order 12866
B. Executive Order 13132, Federalism
C. Executive Order 13211, Regulations
That Significantly Affect Energy Supply,
Distribution, or Use
D. Executive Order 13609, Promoting
International Regulatory Cooperation
VII. How To Obtain Additional Information
A. Rulemaking Documents
B. Comments Submitted to the Docket
C. Small Business Regulatory Enforcement
Fairness Act
Scenario
Current regulations
Digital Photos on all Pilot Certificates.
• No photo on pilot certificate .....
• Pilot must have photo identification on the person and in
the physical possession or
readily accessible in the aircraft
when exercising the privileges
of the pilot certificate or authorization.
• A student pilot typically obtains
a combination medical certificate and student pilot certificate
from an aviation medical examiner (AME).
• A student pilot applicant may
obtain a student pilot certificate
from an aviation safety inspector (ASI) or aviation safety
technician (AST) located at a
Flight Standards District Office
(FSDO) throughout the country.
• A student pilot applicant may
obtain a student pilot certificate
from a designated pilot examiner (DPE).
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Application and Certificate Issuance
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Abbreviations Frequently Used in This
Document
ACR—Airman certification representative
AME—Aviation medical examiner
ASI—Aviation safety inspector
AST—Aviation safety technician
CFI—Certified flight instructor
DPE—Designated pilot examiner
FSDO—Flight standards district office
IRTPA—Intelligence Reform and Terrorism
Prevention Act
KTC—Knowledge testing center
NPRM—Notice of proposed rulemaking
I. Executive Summary
A. Purpose of Action
As discussed in greater detail
throughout this document, this
rulemaking requires student pilots to
apply for, obtain, and carry a plastic
pilot certificate to exercise the privileges
of the pilot certificate. Additionally, it
modifies the process by which student
pilots apply for a certificate. This
rulemaking withdraws the proposals to
require all pilots to carry a pilot
certificate with a photo of the pilot and
to implement a fee structure for pilot
certificates. A comparison of current
requirements, requirements proposed in
the November 19, 2010 notice of
proposed rulemaking (NPRM) (75 FR
70871), and new requirements adopted
by this final rule are included in the
following table.
B. Student Pilot Application
Requirements: Summary of Current,
Proposed, and Finalized Provisions
2010 NPRM
Final rule requirements
• Photo on pilot certificate ........... • No change from current regula• Pilot must carry pilot certificate
tions.
with photo according to proposed implementation schedule.
• A student pilot applicant would
not be issued a student pilot
certificate at the time of application.
• A student pilot must obtain a
student pilot certificate that is
issued by the Civil Aviation
Registry prior to exercising the
privileges of the student pilot
certificate.
• An AME would not issue a
combination medical certificate
and student pilot certificate or
accept an application for a student pilot certificate.
• A student pilot applicant could
apply in person with an ASI or
AST at a FSDO.
• A student pilot applicant could
apply in person with a DPE.
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• A student pilot applicant would
not be issued a student pilot
certificate at the time of application.
• A student pilot must obtain a
student pilot certificate that is
issued by the Civil Aviation
Registry prior to exercising the
privileges of the student pilot
certificate.
• An AME would not issue a
combination medical certificate
and student pilot certificate or
accept an application for a student pilot certificate.
• A student pilot applicant could
apply in person with an ASI or
AST at a FSDO.
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Scenario
Current regulations
2010 NPRM
• A student pilot applicant could
apply in person at a Knowledge
Testing Center (KTC).
Implementation Schedule ................
• None previously required. Proposals were based upon the
implementation of digital photos
on all pilot certificates.
Fees ................................................
• The FAA charges a $2 fee for
replacement, duplicate, or facsimile of a pilot certificate.
• The student pilot certificate is
valid for a period of 24 or 60
calendar months after the date
of issuance, depending on the
age of the student pilot.
Expiration date ................................
Student Pilot Endorsements ...........
• Flight Instructor endorses the
student pilot certificate and the
student’s logbook.
C. Costs and Benefits of the Final Rule
The FAA estimates that the total costs
for the final rule will be from $17 to
$20.9 million over a ten-year period
(2015–2024), which has a present value
of $12.2 to $14.9 million using a 7
percent discount rate and has a present
value of $14.7 to $18 million using a 3
percent discount rate.
Total costs to student pilots,
including the time to complete and
process paperwork, will be from $7.1 to
$11 million during the next ten years,
which has a present value of $5 to $7.7
Final rule requirements
• A student pilot applicant could
apply in person with a DPE.
• A student pilot applicant may
apply in person at with an airman certification representative
(ACR) associated with a part
141 pilot school.
• A student pilot applicant may
apply in person with a certified
flight instructor (CFI).
• An effective date of 180 days
from the date of publication in
the Federal Register.
• Current student pilot certificate
holders may continue exercising the privileges of the student pilot certificate until the
certificate expires according to
its current terms.
• The FAA will charge a $2 fee
for replacement of a pilot certificate including a student pilot
certificate which is consistent
with existing § 187.5.
• A 5-year phased implementation schedule that included a
‘‘trigger-based’’ approach to
issue pilot certificates with
photos to people interacting
with the FAA and a ‘‘non-trigger
based’’ approach that required
pilots to obtain a pilot certificate
with a photo during a 3-, 4-, or
5-year period depending on the
type of certificate.
• An effective date of the first
day of the calendar month following 60 days from the date of
publication in the Federal Register.
• The FAA would charge $22 for
initial issuance or renewal of a
pilot certificate.
• The student pilot certificate
would have no expiration date,
although the photo would need
to be updated every 8 years to
continue exercising privileges
of the student pilot certificate.
• Flight Instructor would endorse
the student’s logbook.
million using a 7 percent discount rate
and has a present value of $6.1 to $9.4
million using a 3 percent discount rate.
The FAA, in turn, will incur total
unreimbursed costs of about $9.8
million to process the information,
which has a present value of about $7.1
million using a 7 percent discount rate
and has a present value of $8.5 million
using a 3 percent discount rate.
Some authorized individuals 1 will
incur about $70,000 over the next 10
years in mailing expenses to send
student pilot applications to FAA’s Civil
• The student pilot certificate has
no expiration date.
• Flight Instructor endorses the
student’s logbook.
Aviation Registry, which has a present
value of about $50,000 using a 7 percent
discount rate and has a present value of
$60,000 using a 3 percent discount rate.
This rulemaking facilitates security
vetting of all pilot certificate applicants
before the FAA issues a pilot certificate.
The FAA notes that following the
direction of Congress provides a
sufficient reasoned determination to
justify the costs. These potential
benefits are not quantifiable. The
following table provides a summary of
the cost-benefit analysis.
TABLE OF COSTS AND BENEFITS OF THE FINAL RULE
[2015–2024]
Total cost
Present value
Affected group
7 Percent
Lower
Lower
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3 Percent
Upper
Upper
Lower
Upper
(Millions, 2014 $)
Student Pilots ...........................................
$7.1
1 As discussed later in this document, an
authorized individual is an ASI or AST at a FSDO,
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$11.0
$5.0
a DPE, an ACR associated with a part 141 pilot
school, or a CFI who may accept a student pilot
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$7.7
$6.1
$9.4
certificate application and verify the applicant’s
identity.
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TABLE OF COSTS AND BENEFITS OF THE FINAL RULE—Continued
[2015–2024]
Total cost
Present value
Affected group
7 Percent
Lower
3 Percent
Upper
Lower
Upper
Lower
Upper
(Millions, 2014 $)
FAA ..........................................................
Authorized Individuals ..............................
$9.8
$0.07
Total ..................................................
$17.0
$7.1
$0.05
$20.9
$8.5
$0.06
$12.2
$14.9
Total benefits
Total Social Benefit ...........................................
Note: The sum of individual items
may not equal totals due to rounding.
II. Authority for This Rulemaking
The FAA’s authority to issue rules on
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.
Under Subtitle VII, Part A, Subpart iii,
Section 44703(b)(1)(C), the FAA may
define the terms of an airman certificate
that the FAA Administrator finds
necessary to ensure safety in air
commerce. Additionally, Subtitle VII,
Part A, Subpart iii, Section 44703(g)(1)
permits modifications to the airman
certification system to make it more
efficient in serving the needs of those
enforcing laws related to combating acts
of terrorism by ensuring verifiable
identification of individuals applying
for airman certificates. In Section
4012(a)(1) of the Intelligence Reform
and Terrorism Prevention Act (IRTPA),2
Congress required the Transportation
Security Administration (TSA), in
coordination with the FAA, to vet
individuals against the terrorist watch
lists prior to FAA certificate issuance.
This rulemaking is within the scope
of that authority because it facilitates
security vetting of all pilot certificate
applicants before the FAA issues a pilot
certificate.
III. Background
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A. Congressional Mandate
On December 17, 2004, the President
signed IRTPA. Section 4022 of that law
requires the FAA to issue improved
pilot certificates that (1) are resistant to
tampering, altering, or counterfeiting;
2 Public Law 108–458, 118 Stat. 3638 (Dec. 17,
2004) (codified at 49 U.S.C. 44903(j)(2)(D)).
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$14.7
$18.0
PV benefits
Not quantifiable
(2) include a photograph of the
individual to whom the certificate is
issued; and (3) are capable of
accommodating a digital photograph, a
biometric identifier, or any other unique
identifier the FAA Administrator
considers necessary. The law also
allows the Administrator to use
designees to carry out this mandate.
IRTPA also amended Title 49 of the
United States Code by requiring TSA, in
coordination with the FAA, to screen
individuals ‘‘against all appropriate
records in the consolidated and
integrated terrorist watchlist maintained
by the Government before being
certificated by the FAA.’’ 3
On February 14, 2012, the President
signed the FAA Modernization and
Reform Act of 2012.4 Section 321 of that
law directs the FAA to issue improved
pilot certificates consistent with certain
requirements. The improved pilot
certificates must be compliant with
Federal Information Processing
Standards–201 (FIPS–201) or Personal
Identity Verification—Interoperability
Standards (PIV–I) for processing
through security checkpoints into
airport sterile areas. The certificates
must be resistant to tampering,
alteration, and counterfeiting; must
include a photograph of the individual
to whom the certificate is issued for
identification purposes; and must be a
smart card, which is able to
accommodate iris and fingerprint
biometric identifiers. Additionally,
section 122 of that Act directs the FAA
to establish and collect fees for certain
airman certification and aircraft
registration activities to recover the cost
of providing those services.
Sections 321 and 122 supersede the
authority under which the FAA
3 49
U.S.C. 44903(j)(2)(D).
Law 112–95, 126 Stat. 11 (Feb. 14, 2012).
4 Public
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published the NPRM proposing to
implement the requirements of IRTPA.
Accordingly, the FAA withdraws the
portions of the proposal that address
photographs and fees for certificate
issuance. The FAA has initiated other
rulemakings to address the requirements
stemming from sections 321 (RIN 2120–
AK33) and 122 (RIN–2120–AK37). The
FAA is issuing this final rule to address
the requirements in section 4012 of
IRTPA to ensure vetting of all student
pilots prior to certificate issuance.
B. Related Actions
The Federal Aviation Administration
Drug Enforcement Assistance Act of
1988 (‘‘DEA Act’’),5 identified
deficiencies in the FAA’s aircraft
registration and pilot certification
systems.6 The FAA published an NPRM
to address the deficiencies but withdrew
the NPRM after determining that
technological improvements could
accomplish most requirements of the
DEA Act.7 As part of the technological
improvements, the FAA discontinued
issuing paper pilot certificates and
began issuing plastic pilot certificates in
2003. The plastic certificates are made
of high quality plastic card stock and
contain such tamper- and counterfeitresistant features as micro printing, a
hologram, and a UV-sensitive layer as
well as a magnetic strip that contains a
unique identifier.
On January 5, 2007, the FAA
published the Drug Enforcement
Assistance NPRM.8 That NPRM
proposed changes to the airman
certification and aircraft registration
requirements to comply with the
5 Public Law 100–690, 102 Stat. 4181 (Nov. 18,
1988).
6 See sections 7203(a) and 7205(a), Public Law
100–690.
7 70 FR 72403 (Dec. 5, 2005).
8 72 FR 489.
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mandates of the DEA Act that could not
be completed without rulemaking.
Among other requirements, the NPRM
proposed requiring holders of pilot
certificates and other airmen certificates
to hold a plastic certificate to exercise
the privileges of that certificate.
On February 28, 2008, the FAA
published the Drug Enforcement
Assistance final rule (‘‘the DEA final
rule’’).9 In that rule, the FAA required
all pilots, except student pilots, to
obtain a plastic certificate by March 31,
2010. After that date, pilots without
plastic certificates could not exercise
the privileges of their certificates. The
DEA final rule also satisfied the IRTPA
requirement to issue pilot certificates
that are resistant to tampering, altering,
and counterfeiting.
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C. Summary of the NPRM
On November 19, 2010, the FAA
published an NPRM titled ‘‘Photo
Requirements for Pilot Certificates.’’ 10
The NPRM proposed to further fulfill
the requirements of section 4022 of the
IRTPA by requiring a photo of the pilot
on all plastic pilot certificates, including
student pilot certificates. The FAA also
proposed a $22 fee to process an
application for: (1) Exchanging an
existing certificate without a photo for
a certificate with photo; (2) issuing a
new pilot certificate or student pilot
certificate; and (3) replacing a pilot
certificate with photo whenever a
replacement certificate is requested by a
pilot or required by regulation. The FAA
proposed that pilots be required to
update their photo every 8 years.
The FAA proposed to begin issuing a
pilot certificate with photo to applicants
for a new pilot certificate once the rule
became effective. To minimize the
burden of reissuance on existing
certificate holders, the FAA proposed a
5-year implementation period. During
the implementation period, the FAA
proposed that pilots be required to
exchange their non-photo pilot
certificates for pilot certificates with
photo when they interacted with the
FAA. These ‘‘triggering events’’
included activities such as upgrading a
certificate, obtaining or renewing a
flight instructor certificate, or replacing
a pilot certificate due to change of name,
citizenship, date of birth, or change of
gender. For pilots who would not
otherwise have a need to interact with
the FAA during the implementation
period, the FAA proposed a phased
approach, with different compliance
dates for different categories of pilots.
9 73
FR 10662.
FR 70871.
10 75
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The NPRM also described the
proposed process for submitting an
application for a pilot certificate with
photo. To receive their initial pilot
certificates with photo, the FAA
proposed that all pilots appear in person
to have their identities verified. The
FAA proposed allowing FSDOs or other
approved FAA designees such as DPEs
or KTCs to accept the applications and
verify pilots’ identities. Pilots would
still be able to replace lost or destroyed
certificates with or without photo by
mail or via the Airman Certification
Branch’s Web page on the FAA Web
site.
The proposed rule applied to all
pilots, including student pilots. The
FAA proposed that student pilots obtain
a plastic certificate with photo instead
of a paper certificate. The plastic pilot
certificate with photo would not have
an expiration date. However, the FAA
proposed that certificate holders be
required to submit a new photo every 8
years. Because the student pilot
certificate would be plastic and contain
a photo, the FAA proposed that AMEs
no longer issue student pilot certificates
or combination medical certificates and
student pilot certificates. Students
would continue to receive their medical
certificates from AMEs but would go to
a FSDO, DPE, KTC, or other approved
FAA designee to apply for a student
pilot certificate with photo.
Additionally, because the new student
pilot certificates would be plastic, the
FAA proposed that flight instructors
endorse only students’ logbooks.
D. General Overview of Comments
The FAA received approximately 470
comments to the NPRM. Most were from
individual pilots. In addition, the
agency received comments from
Transport Canada, the Society of
Aviation and Flight Educators (SAFE),
the National Association of Flight
Instructors (NAFI), the Air Line Pilots
Association (ALPA), the Helicopter
Association International (HAI), the
Aircraft Owners and Pilots Association
(AOPA), the Experimental Aircraft
Association (EAA), the National Air
Transportation Association (NATA),
and the United States Pilots Association
(USPA). Most of the commenters
opposed the concept of adding a photo
to the pilot certificate, as well as the
proposal to require student pilots to
have a certificate with a photo.
Commenters also suggested changes to
the proposals, which are discussed more
fully later in this document.
The FAA received comments on the
following general areas of the proposal:
• Requirement of a photo on pilot
certificates.
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• Fees for obtaining new,
replacement, or renewed a pilot
certificate with photo.
• Inclusion of students in the
requirement to have certificates with
photo.
• Duration of the photo on the
certificate.
• Application process for new,
replacement, or renewed pilot
certificates with photo.
• Implementation process using
‘‘trigger’’ events and phased deadlines.
• Regulatory evaluation.
• Lack of security benefits by adding
a photograph.
E. Summary of Final Rule
This rule adopts the proposal to
require student pilots to carry a plastic
certificate and apply in person for a
student pilot certificate at a FSDO,
through a DPE, with an ACR associated
with a part 141 pilot school, or with a
CFI. This rule withdraws the remaining
proposals.
Student pilots will receive plastic
student pilot certificates instead of a
paper student pilot certificate or
combination medical certificate and
student pilot certificate. The cost to
replace a student pilot certificate will be
$2, the same as other certificates. This
current nominal fee defrays part of the
Registry’s cost of replacing the pilot
certificate. The plastic certificates will
not expire, which will give the student
unlimited time to complete training
without having to apply for another
student pilot certificate.
AMEs no longer will issue a
combination medical certificate and
student pilot certificate or accept an
application for a student pilot
certificate. An applicant must appear in
person to apply for a student pilot
certificate at a FSDO, through a DPE,
with an ACR associated with a part 141
pilot school, or with a CFI. The Civil
Aviation Registry will send a plastic
student pilot certificate to the applicant
after successful completion of security
vetting by TSA. Receipt of a student
pilot certificate is required prior to
exercising the privileges of a student
pilot certificate (i.e., prior to solo flight).
Finally, because the student pilot
certificate will be plastic, flight
instructors will endorse only students’
logbooks instead of their certificates and
logbooks. After April 1, 2016, CFIs no
longer must endorse a student pilot
certificate regardless of certificate
media. Thus, all endorsements for
student pilots will be placed in the
logbook. The validity period of a CFI’s
endorsement for a student pilot will
remain unchanged at 90 days.
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Student pilots who have been issued
a paper student pilot certificate or
combination medical certificate and
student pilot certificate may continue to
use their paper certificate. These
currently-issued student pilot
certificates will expire according to the
requirements of § 61.19(b).11 Holders of
a paper student pilot certificate (FAA
form 8710–2 or FAA Form 8420–2
Medical Certificate and Student Pilot
Certificate) may request from the Civil
Aviation Registry a replacement
(plastic) student pilot certificate that
does not expire for a $2 fee, which is the
current charge for a replacement.
IV. Discussion of Public Comments and
Final Rule
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A. Photo on Pilot Certificates
In the NPRM, the FAA proposed to
include a photo of the individual pilot
on all pilot certificates to comply with
section 4022 of IRTPA.
A total of 382 comments specifically
addressed the issue of adding a photo to
pilot certificates. Of these commenters,
only 47 commenters supported the idea.
Most of the supportive commenters
stated that the proposal would ensure
the certificate holder is who he or she
claims to be and make certificates more
difficult to forge. A few believed the
addition of a photo would make the
pilot certificate appear more
‘‘professional.’’ The remainder
expressed support for adding a photo
without providing a reason. NAFI and
NATA were among the supporters of
adding a photo to the pilot certificate,
but they expressed concern over some of
the other proposals in the NPRM and
suggested some changes. An additional
four commenters, including EAA,
supported the idea of a photo on the
pilot certificate only if compliance was
voluntary. Three commenters suggested
also adding a photo to other certificates,
such as mechanic and repairman
certificates.
A total of 335 commenters, including
USPA, opposed the proposal to add a
photo to the pilot certificate. Most of
these commenters stated the current
requirement to carry a form of
government-issued photo identification
in addition to the pilot certificate was
simple, adequate, and should be
continued. Many claimed the proposal
would do nothing to increase security or
11 Regardless of whether the student pilot is
issued a student pilot certificate or combination
medical certificate and student pilot certificate, the
student pilot certificate expires under a calculation
from the medical certificate examination date
according to the requirements of § 61.19(b), which
is either 24 or 60 calendar months from the date of
the medical examination, depending on the age of
the pilot.
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safety, because certificates could still be
forged, and a determined terrorist would
not be deterred. Others stated that a
photo on a certificate would not
increase security because pilots were
seldom, if ever, asked to present a pilot
certificate before flying. Additionally,
10 commenters, including SAFE, NAFI,
and AOPA, stated that the proposal
would not effectively increase security
or meet the requirements of IRTPA
because the certificate would lack a
biometric other than a photo.
Thirty-one commenters proposed
exemptions for certain categories of
non-student pilots, such as flight
instructors, sport pilots, and any
already-certificated pilots. These
commenters included SAFE, NAFI, HAI,
and AOPA, who all called for exempting
flight instructor certificates because
those certificates must be renewed every
2 years. The commenters also stated that
requiring instructors to pay the
proposed certificate renewal fee more
frequently than other pilots would
impose an unfair burden on this pilot
population. Additionally, because flight
instructor certificates are not valid
without an underlying pilot certificate,
these organizations believed requiring a
photo on the flight instructor certificates
would be redundant. ALPA requested
an exemption for part 121 and 135
pilots, stating that extensive background
checks and TSA-issued credentials
mean these pilots are less of a security
threat than other pilots.
Eleven commenters, including SAFE,
supported pilot certificates with photo
only if the new certificate provided
additional benefits, such as allowing
access through TSA checkpoints or
replacing airport-specific badges. Many
of these commenters stated that pilots
would be unwilling to pay a fee for the
certificate with photo unless they saw a
substantial personal benefit, such as
allowing unescorted access to airports
or faster checkpoint clearance. SAFE
commented that if the FAA were to
modify the pilot certificate in a manner
that would be compliant with TSA
security requirements, such as adding
‘‘smart card’’ or biometric features, the
pilot certificate might be able to replace
the airport-specific badges pilots
currently must carry. Carrying one card
instead of several would reduce the
burden on pilots.
As discussed earlier, sections 321 and
122 of Public Law 112–95, which was
enacted while this rulemaking was
pending, supersedes section 4022 of
IRTPA. Accordingly, the FAA
withdraws the proposals to include a
photo of the pilot on the pilot certificate
and the proposed $22 pilot certificate
fee. The FAA has initiated other
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rulemakings to address sections 321 and
122.
B. Application Process for Pilot
Certificates With Photo Other Than
Student Pilot Certificates
Currently, pilots must appear in
person in order to upgrade a certificate
or to add a rating. Additionally, a pilot
who wants to change any vital
information on the certificate must also
appear in person. The FAA requires
pilots to appear in person before an
FAA ASI, AST, or an approved designee
in these instances because they involve
identity verification; an examination of
skills or knowledge; verification of
records; or a combination of these
requirements. If a pilot certificate is lost
or destroyed, the pilot may apply for a
replacement online or by mail under
current rules.
In the NPRM, the FAA proposed that
pilots must appear in person for the
purpose of identity verification in the
following circumstances: when applying
for a non-student pilot certificate with
photo for the first time; when changing
vital information on the certificate (such
as name, date of birth, citizenship, or
gender); and when upgrading a
certificate or adding a rating. For these
in-person applications, the FAA
proposed that a pilot must appear at a
FSDO or an FAA designee. Applicants
would also need to provide a photo as
part of the application process. For a
replacement of a lost or destroyed pilot
certificate, a pilot could submit an
application in person, through the mail,
or online.
Two commenters stated that the
proposed non-student pilot certificate
application process was adequate and
would not impose a burden on pilots.
Twenty-seven commenters stated that
the proposed application process was
too burdensome for pilots. They claimed
that the hours of operation for FSDOs
are inconvenient for most people, and
that scheduling an appointment is
difficult. They also asserted that many
pilots live far away from FSDOs or FAA
designees. Commenters contended the
travel distance, fuel costs, time away
from work, and possible hotel room
costs incurred while traveling to a FSDO
or approved FAA designee would put a
financial strain on pilots. Additionally,
commenters claimed that allowing DPEs
to charge an unspecified fee for
accepting applications would further
increase the financial cost to pilots.
Other commenters noted the difficulty
of finding an FAA designee in foreign
countries.
Sixty-eight commenters suggested
improvements to the proposed
application process. Of these
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commenters, 23 suggested using State
Department of Motor Vehicle (DMV)
offices in some way, since those offices
have experience producing
identifications with photos and most
pilots already use DMVs to obtain
driver’s licenses. For instance,
commenters suggested the FAA could
designate DMVs as portals for accepting
pilot certificate applications, or even
authorize DMVs to issue pilot
certificates. Some believed the FAA
should access DMVs’ databases and use
those photos on pilot certificates, thus
eliminating the need for pilots to
provide an additional photo for their
pilot certificates.
The second most common suggestion
was for the FAA to make the pilot
certificate application process webbased. Twenty commenters stated that it
would be more convenient and less
costly for pilots to submit applications
and photos through a web-based system,
such as the FAA’s Integrated Airman
Certification and/or Rating Application
(IACRA). They said that submitting
applications online would save time for
pilots, especially those pilots living in
rural areas. Some commenters stated
that even if the FAA still required inperson application submissions in some
instances, electronic submissions would
at least be easier for the FSDO or FAA
designee to handle than paper
submissions. Electronic submissions
would also reach the FAA faster than
paper submissions, reducing delays in
processing applications and issuing
certificates. SAFE, NAFI, and HAI
supported this idea.
Sixteen commenters suggested the
FAA authorize the U.S. Postal Service to
accept pilot certificate applications and
photos and to verify the identity of the
applicant, similar to the way many post
offices accept passport applications. The
commenters noted that most pilots live
closer to a post office than to a FSDO
or pilot school. The commenters also
noted the hours of operation for post
offices are often more convenient.
Another suggestion from seven
commenters was to work in conjunction
with the U.S. State Department because
of its experience issuing passports with
photos. These commenters stated that
pilots who already have U.S. passports
could save time and money if the FAA
had a method of accessing the passport
photo database and adding those photos
to pilot certificates. Since the FAA’s
proposal for photo requirements is
identical to the requirements for
passport photos, the commenters
believed the photos in the passport
database should be adequate for use on
pilot certificates.
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Several commenters suggested
increasing the types of persons the FAA
could use as designees to accept
applications and verify identities.
Among the persons suggested as
additional FAA designees were ACRs,
flight instructors, and carrier personnel
such as check airmen and directors of
training and operations. The
commenters believed that authorizing
more persons to accept applications and
verify identities would make the
application process more convenient for
pilots.
Finally, a few commenters, including
EAA, suggested that the FAA accept
pilot certificate applications and photos
at major aviation events such as
AirVenture Oshkosh and Sun ‘n Fun.
They stated that since the FAA usually
sends representatives to such events, it
would be logical to allow those
representatives to accept applications
and photos and verify identities. It
would also be convenient for pilots who
live far from a FSDO or other designated
portal, but who regularly attend these
events.
As stated earlier, the FAA withdraws
the proposal to issue pilot certificates
with a photo. The FAA will consider the
additional suggestions as it develops an
NPRM for Pilot Certificate with
Photograph and Biometric Information
(RIN 2120–AK33).
C. Requiring Student Pilots To Obtain a
Plastic Pilot Certificate
Under current regulations, student
pilots hold paper certificates. Paper
student pilot certificates are valid for
either 24 or 60 calendar months,
depending on the age of the student
pilot at the time of issuance.
In the NPRM, the FAA proposed to
treat student pilots like other pilots and
require them to obtain a plastic student
pilot certificate with a photo. The FAA
proposed that the new student pilot
certificate would not have an expiration
date. However, the student pilot would
have to renew the photo every 8 years
in order to continue exercising the
privileges of the student pilot certificate.
The FAA proposed that only the FAA
Civil Aviation Registry would issue
pilot certificates with a photo. DPEs and
AMEs would no longer issue student
pilot certificates. DPEs, however, would
be able to accept applications for
student pilot certificates with photo.
Additionally, the FAA proposed that
because new student pilot certificates
would be plastic, flight instructors
would endorse only student pilot
logbooks instead of student pilot
certificates and logbooks.
This final rule will require persons to
apply for a student pilot certificate at a
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FSDO, through a DPE, with an ACR
associated with a part 141 pilot school,
or with a CFI. The applicant must
receive a plastic student pilot certificate
from the Civil Aviation Registry prior to
exercising the privileges of a student
pilot certificate (i.e., conducting a solo
flight). However, the FAA will allow
current student pilot certificate holders
to continue exercising privileges of their
student pilot certificate until the
certificate expires according to
§ 61.19(b). In other words, this final rule
does not require the holder of a paper
student pilot certificate to surrender that
certificate and replace it with a plastic
student pilot certificate. Student pilot
applicants will no longer be able to
obtain paper student pilot certificates at
the time of application. This final rule
eliminates the need for FAA Form
8710–2, the Student Pilot Certificate. As
discussed earlier, the FAA withdraws
the portion of this proposal related to
including a photo of the pilot on the
pilot certificate, as well as the
requirement that the photo be renewed
every 8 years.
Numerous commenters questioned
the proposed application process for a
student pilot certificate, as discussed
earlier with respect to all pilot
certificates. An individual commenter
suggested that CFIs could verify a
student pilot applicant’s photograph
identification and enter the data into
IACRA for transmittal to the Civil
Aviation Registry. Permitting CFIs to
accept applications for student pilot
certificates would reduce the burden on
applicants.
In light of the comments, and because
of the narrower scope of this final rule,
the FAA has reconsidered who may
accept an application.
As proposed, AMEs will not issue a
combination medical certificate and
student pilot certificate at the time of a
medical examination nor accept an
application for a student pilot
certificate. Accordingly, § 183.21 is
amended to remove the privilege for
AMEs to issue student pilot certificates.
Though not proposed, the FAA has
concluded that permitting CFIs to
accept a student pilot application
significantly reduces the travel burden
associated with a student pilot
certificate application. A person
applying for a student pilot certificate
would engage and visit a CFI to conduct
flight training, and an applicant could
complete the application during any
flight training session. Additionally,
TSA regulations currently require CFIs
to verify a student pilot’s identity under
49 CFR 1552.3(h)(1). That section
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requires a flight school 12 to endorse a
pilot logbook verifying that the student
is a U.S. citizen and presented
identification prior to flight training,
which likely would be the same time
that a person would apply for a student
pilot certificate. Accordingly, the
privileges of a CFI under §§ 61.193 and
61.413 have been amended by this final
rule to allow CFIs to accept a student
pilot application, verify the applicant
meets the eligibility requirements in
§ 61.83, and verify the applicant’s
identity in accordance with TSA
security vetting requirements as
described in Appendix 2 of Advisory
Circular 61–65, Certification: Pilots and
Flight and Ground Instructors. CFIs will
not be able to issue a student pilot
certificate and will follow the
application acceptance process as
discussed in the following paragraphs.
Additionally, an ASI or AST at a
FSDO, a DPE, or an ACR associated with
a part 141 pilot school will continue to
be able to accept an application and
verify the applicant’s identity, but they
will not be able to issue a student pilot
certificate. These individuals, along
with CFIs, are referred to collectively as
authorized individuals for the purposes
of application acceptance in this
discussion.
The FAA is withdrawing the proposal
to permit KTCs to accept an application
due to potential added costs to equip
and train KTC personnel and also
because KTC personnel currently are
not authorized to accept an application
for an airman certificate. Withdrawing
the portion of the NPRM that requires
all pilots to obtain a pilot certificate
with a photo significantly reduces the
number of individuals affected by this
final rule. The reduced number of
affected applicants does not justify the
resources necessary to designate and
train KTCs on accepting applications.
Furthermore, by permitting CFIs to
accept an application for a student pilot
certificate, applicants will have no
additional travel burden associated with
their student pilot certificate application
because they already will interact with
a CFI for flight training.
The FAA expects that all authorized
individuals will utilize IACRA for the
purpose of accepting a student pilot
application. IACRA is a Web-based
certification/rating application that
guides the user through the FAA’s
application process. The FAA notes that
IACRA currently may be used to submit
a student pilot application and therefore
12 TSA defines a flight school as any pilot school,
flight training center, air carrier training facility, or
flight instructor certificated under 14 CFR parts 61,
121, 135, 141, or 142. 49 CFR 1552.1(b).
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will not require substantial
modifications to the Web-based
application system. However, IACRA
will be modified so a student pilot
certificate will not be issued at the time
of application.
A person who meets the eligibility
requirements of a student pilot
certificate may register as an applicant
through IACRA which stores FAA form
8710–1 electronically until an
authorized individual accesses the form.
FAA form 8710–1 may be accessed by
an authorized individual by searching
for the person’s unique FAA tracking
number (FTN) assigned by an FAA
internal system after the person has
completed the required items on the
student pilot application form. The
authorized individual will verify that
the applicant meets the regulatory
eligibility requirements, and that the
application has been completed
properly. Additionally, the authorized
individual will verify the applicant’s
identity in accordance with TSA
security vetting requirements as
described in Appendix 2 of Advisory
Circular 61–65 and input the
identification data into IACRA when
prompted. Once the authorized
individual has completed the
application through IACRA, it will be
transmitted electronically to the Civil
Aviation Registry for processing.
All authorized individuals will have
the ability to accept a student pilot
application in paper format to ensure all
applicants have uninterrupted ability to
apply for an FAA student pilot
certificate. The same information
captured on the paper FAA form 8710–
1 is captured within IACRA. However,
once the authorized individual verifies
that the application is complete in
accordance with the form’s instructions
and FAA Order 8900.1, the Flight
Standards Information Management
System, the individual will send the
student pilot application to the Civil
Aviation Registry via first-class mail.
The FAA notes that the submittal of a
paper FAA form 8710–1 may delay the
issuance of a student pilot certificate
because of mailing time. While an
authorized individual has the ability to
accept a paper FAA form 8710–1, the
FAA anticipates that a majority of these
applications will be submitted via
IACRA.
Once a student pilot application is
received, the Civil Aviation Registry
will verify compliance and the accuracy
of the application and provide the
applicant’s information to TSA for
security vetting prior to certificate
issuance. Under current FAA
procedures, the FAA transmits a student
pilot’s biographic information for
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1299
security vetting to TSA after certificate
issuance. However, under this final rule,
the Civil Aviation Registry will issue the
student pilot certificate only after
receiving a successful response from
TSA. The Civil Aviation Registry will
mail the student pilot certificate via U.S.
Postal Service to the address listed on
the application. All pilots will continue
to be vetted perpetually thereafter.
Of the 65 commenters that addressed
the proposal to require student pilots to
obtain a plastic student pilot certificate
with a photo, only two supported the
proposal. They believed that students
should be treated like any other pilot.
One additional commenter stated that
issuing student pilot certificates that do
not expire would be an improvement
over the current student pilot
certificates that are only valid for 24 or
60 months, but the commenter did not
address any other aspects of the student
pilot certificate proposal.
Forty-nine commenters believed
student pilots should be exempt from
the requirement to have a plastic
certificate with a photo. Most of these
commenters, including HAI, AOPA,
NATA, EAA, NAFI, and SAFE,
expressed the belief that the projected 6
to 8 week delay, as stated in the NPRM,
in waiting for a plastic certificate with
a photo would be a serious burden for
student pilots, who could not fly solo
without the certificate. Commenters
believed that the wait time might
discourage students from completing
their training or from even starting
training. The result, these commenters
claimed, would be a negative impact on
flight schools and flight instructors.
Additionally, some commenters stated
that since students are under the
guidance and supervision of a flight
instructor, they pose less of a security
risk and should be exempt from the
proposed requirements.
The FAA will take steps to expedite
student pilot applications in order for
students to receive their student pilot
certificates so they may exercise the
privileges of the certificate as soon as
feasible. The FAA estimates that the
turnaround time for student pilot
certificates can be reduced to an average
of 3 weeks or less, provided that initial
security vetting by TSA indicates that
the applicant is eligible for the
certificate. If an applicant is deemed
ineligible by TSA on security grounds,
he or she will be able to seek redress
through TSA’s administrative
procedures.
Thirteen commenters suggested that if
students must obtain a plastic certificate
with a photo, they should immediately
receive a temporary paper certificate
(with or without a photo) that would
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allow them to fly solo while waiting to
receive the plastic certificate with
photo. Organizations that proposed a
temporary student pilot certificate
included SAFE, NAFI, and AOPA;
although all three believed students
should ideally be exempted from the
requirement to hold a certificate with a
photo.
IRTPA required that security vetting
of all individuals, including pilots, must
be successfully completed by TSA
before the FAA issues a certificate.
Therefore, applicants for student pilot
certificates must be vetted to receive
their certificates and operate an aircraft
as pilot in command.
Seventeen commenters specifically
addressed the proposal to remove AMEs
from the student pilot certification
process, including NATA, EAA, and
SAFE. All 17 opposed the proposal.
EAA and other commenters indicated
that not allowing AMEs to issue student
pilot certificates would create additional
burdens for students, who would have
to make a trip to another location for
their certificate. NATA asked that the
FAA continue the issuance and use
policies and procedures already in place
for paper student pilot certificates.
Some, including SAFE, suggested that
AMEs should at least be able to accept
student pilot applications and photos.
Others disagreed with the FAA’s
assertion that requiring AMEs to verify
a student’s identity would be a burden
on the AME. They noted that AMEs
already must verify an applicant’s
identity in order to assure the students
they are examining are who they claim
to be.
To address the IRTPA mandates, the
FAA’s Civil Aviation Registry will issue
plastic, tamper-resistant student pilot
certificates following successful security
vetting of the applicant. AMEs are
required, under § 67.4, to verify the
identity of an applicant for a medical
certificate; however, they are not
required to have the capability to
produce plastic, tamper-resistant
certificates, nor do they have the
authority to make security vetting
determinations about applicants. The
FAA considered allowing student pilot
applicants to continue to make
application with an AME to maintain
convenience for student pilot
applicants. Ultimately the Agency
determined that AMEs, who are
physicians, should focus on the medical
qualifications of an applicant rather
than on airman certification activities
that are within the expertise of other
FAA designees.
In addition, the advent of IACRA, an
online application system that replaces
paper-based systems, has significantly
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increased FAA data safeguarding,
maintenance, and safety oversight
responsibilities. The current
combination student pilot and medical
certificate, issued by AMEs, dates from
the paper-based era and does not take
advantage of technological advances
that have improved the airman
certification process. Integrating the
data collected by an AME into the
centralized Civil Aviation Registry
system presents significant
technological and administrative
challenges. By necessity for privacy
reasons, the IACRA system and the
medical certification systems must be
kept separate. The FAA’s recordkeeping
and personal identity information
protection would be compromised if the
FAA’s medical application and airman
application databases were fully
integrated. Currently, IACRA does not
have a role developed to allow AMEs to
utilize the system to process a student
pilot application, and creation of such a
role would require training and
oversight by a different FAA line of
business than that which typically
supports AMEs. This duplication of
oversight and use of multiple systems
by AMEs would not only increase the
likelihood of errors but also would
reverse the FAA’s efforts to decrease
duplication and redundancy.
Accordingly, the FAA has determined
that data is better safeguarded by
keeping medical and operational
certification processes and oversight
separate and distinct. Doing so
necessitates separate medical and
operational electronic portals to remove
any possibility of data spillage. Keeping
the processes and oversight separate
also allows medical certification and
airman certification personnel and
designees to focus on the duties within
their respective areas of expertise, thus
improving regulatory compliance and
the overall user experience.
In addition, given the statutory
requirement to complete security vetting
before issuing a certificate, the AME
process of issuing student pilot
certificates is no longer viable. In this
regard, the FAA realized that it would
not be efficient to continue to issue two
separate types of student pilot
certificates. The most efficient option is
to dedicate centralized Civil Aviation
Registry resources to the certification
process. Therefore, the Civil Aviation
Registry will issue a student pilot
certificate after successful completion of
TSA security vetting based on a student
pilot’s application which is made either
at a FSDO, through a DPE, with an ACR
associated with a part 141 pilot school,
or with a CFI.
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This final rule permits CFIs (as well
as other operational designees) to accept
student pilot certificate applications to
minimize burdens on those applicants.
Streamlining the application process by
expanding the use of CFIs and other
operational designees, even though the
Agency is removing AMEs, will
maintain applicant portal options and
allow for enhanced FAA oversight
capability of the pilot certification
process. In the overwhelming majority
of circumstances, a person seeking to
pursue pilot certification will encounter
a CFI (or an ACR at a part 141 pilot
school) significantly before that person
encounters an AME. Accordingly, the
FAA has determined this final rule
reduces the burden on a student pilot
applicant while also streamlining FAA
processes.
Because student pilot certificates now
will be issued without an expiration
date, the process for obtaining a
replacement certificate if the certificate
is lost or destroyed will be the process
under § 61.29 as is currently in place for
other pilot certificates. Similarly, the
current replacement fee of $2 under
§ 187.5 will apply.
Finally, as proposed, the FAA is
amending various requirements
concerning endorsements for student
pilots. Because the FAA will issue
plastic student pilot certificates,
endorsements will be made only in the
student pilot’s logbook upon the
effective date of this final rule regardless
of whether a paper or plastic pilot
certificate had been issued to the
student at the time of issuance. In
addition to the amendments in the
NPRM, the FAA is amending §§ 61.415
and 61.423 to remove the requirement to
endorse the student pilot certificate.
D. Duration of Photo on Pilot Certificate
The FAA proposed to add an
expiration date to the photo on the pilot
certificate. The pilot would need to
renew the photo every 8 years in order
to continue to exercise the privileges of
the certificate. Requiring pilots to
update their photos would ensure that
the photo on the certificate continued to
resemble the pilot and to serve as an
adequate proof of identity. The FAA’s
proposed 8-year photo duration matches
the requirements for drivers licenses set
forth in the Real ID Act of 2005.13 While
the Real ID Act did not address pilot
certificates, the FAA viewed the 8-year
duration as Congress’s latest expression
on the appropriate validity for
government identification.
13 Public Law 109–12, 119 Stat. 231 (May 11,
2005).
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Of the 49 commenters who
specifically mentioned the proposed
photo duration period, 9 believed that 8
years was an acceptable timeframe.
Among these supporters were NAFI and
EAA. Five commenters objected to any
photo expiration date, stating that the
cost of having to renew the certificates
was unacceptable. One commenter
believed the photo should be updated
more frequently than every 8 years,
since an individual’s appearance can
change dramatically in a few years.
Thirty-four commenters believed the
photo should have a 10-year duration,
similar to U.S. passports. They stated
that since the 10-year period was
acceptable for an official government
and internationally-recognized
identification such as a passport, the
same time period should be adequate for
a pilot certificate. They also noted that
increasing the time between required
photo renewals would save pilots
money over the course of a lifetime.
Finally, some commenters favored a 10year duration simply because 10 was a
round number and easier to remember
than 8 years.
As stated earlier, the FAA withdraws
the proposal to issue pilot certificates
with a photo and will consider the issue
in a rulemaking to address the
requirements of section 321 of Public
Law 112–95. Accordingly, pilot
certificates (including student pilot
certificates) will continue to be issued
without an expiration date.
E. Fees for Issuing Pilot Certificates With
Photo
The FAA proposed a $22 fee for all
new, replacement, upgraded, or
renewed pilot (including student pilot)
certificates with photo. The fee was
intended to recover some of the costs of
producing the certificates. While
production costs per certificate exceed
this amount, $22 is the maximum
amount the FAA was permitted to
charge under 49 U.S.C. 45302(b)–(c),
which provided the statutory authority
for the NPRM.
Of the 76 commenters that
specifically mentioned the proposed
$22 fee for a new, replacement, or
renewed certificate with photo, 5 stated
that the proposed amount was
acceptable.
Of the remaining 71 comments, 38
stated that the proposed fee was too
high but did not suggest what they
thought would be an acceptable amount.
Five commenters stated that the
certificate should cost ‘‘no more than a
driver’s license,’’ but again did not
provide an amount. Twenty-two
commenters stated that since the pilot
certificate with a photo was a
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Congressional mandate, there should be
no fee. They contended expenses should
be funded from the FAA’s budget, from
aviation fuel taxes, or from other fees
pilots already pay.
Most commenters opposed to the fee
claimed that it would be a financial
burden on pilots in an already stressful
economic climate. Many claimed the fee
would decrease the number of people
who would become pilots, and might
force many current pilots to quit. Others
said the fee should be rejected because
it was just a way for the FAA to make
money. One commenter believed the
FAA is prohibited from enacting a user
fee by a restriction placed in the FAA
appropriations bill 14 that prohibits the
FAA from promulgating ‘‘new aviation
user fees not specifically authorized by
law.’’ Two others requested that the
FAA make provisions for low-income
pilots.
The FAA withdraws the proposal to
charge a fee for certificate issuance. The
FAA notes, however, that section 122 of
Public Law 112–95 requires the FAA to
charge a fee to recover the costs of
certain airman certification and aircraft
registration services. The FAA has
initiated a rulemaking (RIN 2120–AK37)
to implement that requirement and will
publish an NPRM in the future.
F. Implementation Process
The FAA proposed a ‘‘trigger-based’’
and phased implementation approach
for issuing pilot certificates with photo.
The ‘‘trigger-based’’ approach would
have required any pilot interacting with
the FAA during the implementation
period to apply for a pilot certificate
with photo. Such interactions would
have included obtaining or renewing
flight instructor certificates, applying for
a new pilot certificate or rating,
applying for a student pilot certificate,
or changing vital information (such as
name, citizenship, date of birth or
gender). The phased approach would
have applied to pilots who do not have
a triggering event during the
implementation period. The phased
approach would have consisted of
different compliance dates for different
categories of pilots. All pilots, whether
affected by the ‘‘trigger-based’’ or
phased approach, would have been
required to have a pilot certificate with
a photo no later than 5 years after the
effective date of the final rule. These
approaches were designed to balance
the FAA’s ability to receive and timely
process applications for the certificates
while maintaining the existing range of
Agency services.
14 Public Law 111–117, 123 Stat. 3040 (Dec. 16,
2009).
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1301
Of the 17 commenters that
specifically addressed the proposed
‘‘trigger’’ and phased implementation
process, 8 stated the proposal was
acceptable as written. They agreed that
staggering the implementation dates for
different certificate holders would
reduce the burden on the FAA and may
improve application processing times.
They also contended that requiring an
upgrade to a photo certificate at a
‘‘triggering’’ event, such as adding a
rating, would prevent pilots from
waiting until the last minute to apply
for their certificates with photo.
Three commenters suggested using a
‘‘trigger-only’’ approach for pilot
applications. They stated that it would
reduce the burden on pilots to allow
them to continue flying with their
current non-photo certificates until they
met one of the ‘‘triggering’’ events.
Otherwise, the pilot may have to make
an initial trip to a FSDO to upgrade to
the photo certificate, and then have to
make an additional trip back to the
FSDO not long afterwards in order to
add a rating, resulting in an increased
burden.
Three commenters suggested the FAA
reduce the time pilots have to comply.
They stated that because pilot
certificates with a photo would increase
safety and security, it would be better to
have all pilots obtain the certificates as
soon as possible. Three additional
commenters, including NAFI, proposed
having a single compliance date for all
pilots. Two of these commenters,
including NAFI, stated that a single
compliance date would cause less
confusion for pilots and would reduce
the chances of a pilot accidentally
failing to comply. The third commenter
favored a single compliance date
because staggered dates might give the
impression of unequal treatment of one
or more pilot communities.
As stated earlier, the FAA withdraws
the requirement to obtain a pilot
certificate with a photo.
G. Regulatory Evaluation
Four commenters, including AOPA,
specifically mentioned the estimated
total costs for airmen to comply with the
proposal, as outlined in the Regulatory
Evaluation. Each of the commenters
disputed the accuracy of the cost figures
and generally were opposed to
expending scarce resources on the
proposal given federal deficits and
ongoing cost-cutting measures. One
commenter stated that the high cost
associated with the proposal was due to
the FAA not considering more costeffective and less onerous measures for
accomplishing the same goal. All four
commenters believed that the FAA
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should not be pursuing regulations that
add to federal spending while offering
few, if any, safety and security benefits.
AOPA commented that the FAA’s 20year cost estimates may be grossly
underestimated, and stated that the
actual total present value costs to
airmen would likely be more than the
estimated $235.8 million outlined in the
proposal. AOPA also believed that total
overall implementation costs would
exceed the estimated $380.1 million, but
did not provide additional input as to
how it derived these conclusions. AOPA
was further concerned that the true
costs to airmen were uncertain
considering the proposal discussed the
possibility that fee increases may be
imposed via the Federal Aviation
Reauthorization bill (H.R. 915), then
pending before Congress. AOPA
believed the proposal equated to a
significant economic impact to airmen
and the associated costs far outweighed
any potential benefits.
As stated earlier, the FAA withdraws
most proposals in the NPRM. The FAA
has revised the regulatory evaluation
consistent with the adopted changes to
student pilot certification. Further, and
as stated earlier, the fees authorized in
section 122 of Public Law 112–95 are
being addressed in a separate
rulemaking.
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H. Miscellaneous Comments
1. Redesigning Pilot Certificate
Twelve commenters suggested that if
the FAA planned to add photos to pilot
certificates, other changes should be
made to the certificates at the same
time. Most suggestions were offered to
improve legibility, such as increasing
the font size; reducing the visual clutter
by removing some less critical
information, such as the pilot’s address;
and removing the image of the Wright
Brothers. Other commenters suggested
making the different levels of
certificates (e.g., private pilot,
commercial pilot, and ATP) easily
distinguishable, either by using different
background colors or different images.
Additionally, Transport Canada
suggested the FAA replace the
traditional pilot certificate with a
certificate similar to the Canadian
Aviation Document Booklet (ADB), to
allow cross-sharing of data between
Canada and the United States. The ADB
resembles a passport and contains all of
a pilot’s licenses, permits, and medical
certificates in one document. The
licenses, permits, and medical
certificates are issued through the mail
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as stick-on labels with security features.
Security features include secure ink, bar
codes, and complicated patterns
designed to make forgery more difficult.
As pilots add new ratings or licenses or
update certificates, they add these labels
to the ADB. The ADB also has a photo
of the pilot. While no additional
commenters specifically mentioned the
ADB as a potential model, three
commenters did suggest the FAA
combine all certificates, including the
medical certificate, into a single
document to reduce the costs to pilots
and to reduce the number of certificates
a pilot must carry.
The FAA has determined that these
suggestions are outside the scope of this
rulemaking. Any changes to the pilot
certificate would need to be addressed
in a separate rulemaking. The FAA
notes, however, that since publication of
the NPRM, the FAA has increased the
size of the font for the pilot’s name,
certificate level or type, and certificate
number.
2. Proposed § 61.3—Requirements for
Certificates, Ratings, and Authorizations
Two commenters believed the
proposed language in § 61.3(a)(1)(v) was
misleading. The proposed language
stated that, ‘‘A person may not serve as
a required crewmember of a civil
aircraft of the United States, unless that
person: when operating an aircraft in a
foreign country, has a pilot license
issued by that country.’’ The
commenters noted that the language
could be interpreted as requiring the
pilot to have a license issued by the
foreign country. That was not the FAA’s
intent. In a separate rulemaking
(Certified Flight Instructor Flight
Reviews; Recent Pilot in Command
Experience; Airmen Online Services
(RIN 2120–AK23) (78 FR 56822,
September 16, 2013; confirmed at 78 FR
66261, November 5, 2013)), the FAA
revised the language of § 61.3(a)(1)(v) to
state that ‘‘(v) When operating an
aircraft within a foreign country, a pilot
license issued by that country may be
used.’’
V. Regulatory Notices and Analyses
A. Regulatory Evaluation
Changes to Federal regulations must
undergo several economic analyses.
First, Executive Order 12866 and
Executive Order 13563 direct that each
Federal agency shall propose or adopt a
regulation only upon a reasoned
determination that the benefits of the
intended regulation justify its costs.
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Second, the Regulatory Flexibility Act
of 1980 (Pub. L. 96–354) requires
agencies to analyze the economic
impact of regulatory changes on small
entities. Third, the Trade Agreements
Act (Pub. L. 96–39) prohibits agencies
from setting standards that create
unnecessary obstacles to the foreign
commerce of the United States. In
developing U.S. standards, this Trade
Act requires agencies to consider
international standards and, where
appropriate, that they be the basis of
U.S. standards. Fourth, the Unfunded
Mandates Reform Act of 1995 (Pub. L.
104–4) requires agencies to prepare a
written assessment of the costs, benefits,
and other effects of proposed or final
rules that include a Federal mandate
likely to result in the expenditure by
State, local, or tribal governments, in the
aggregate, or by the private sector, of
$100 million or more annually (adjusted
for inflation with base year of 1995).
This portion of the preamble
summarizes the FAA’s analysis of the
economic impacts of this final rule. The
FAA suggests readers seeking greater
detail read the full regulatory
evaluation, a copy of which has been
placed in the docket for this rulemaking.
In conducting these analyses, FAA
has determined that this final rule: (1)
Has benefits that justify its costs, (2) is
not an economically ‘‘significant
regulatory action’’ as defined in section
3(f) of Executive Order 12866, (3) is not
‘‘significant’’ as defined in DOT’s
Regulatory Policies and Procedures; (4)
will not have a significant economic
impact on a substantial number of small
entities; (5) will not create unnecessary
obstacles to the foreign commerce of the
United States; and (6) will not impose
an unfunded mandate on State, local, or
tribal governments, or on the private
sector, by exceeding the threshold
identified above. These analyses are
summarized below.
Total Benefits and Costs of This Rule
This final rule responds to section
4012 of the Intelligence Reform and
Terrorism Prevention Act (IRTPA) by
facilitating security vetting of all student
pilot certificate applicants before the
FAA issues a student pilot certificate.
The FAA notes that following the
direction of Congress provides a
sufficient reasoned determination to
justify the costs. These potential
benefits are not quantifiable. The
estimated cost of this final rule over 10
years is shown in the following table:
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1303
TOTAL AND PRESENT VALUE COSTS OF THE FINAL RULE
[2015–2024]
Total cost
Present value
Affected group
7 percent
Lower
3 percent
Upper
Lower
Upper
Lower
Upper
(Millions, 2014 $)
Student pilots ...........................................
$7.1
FAA ..........................................................
Authorized individuals ..............................
$9.8
$0.07
Total ..................................................
$17.0
Who is potentially affected by this Rule?
Student pilots who are applying for a
student pilot certificate are potentially
affected by this rule. In the year 2014,
there were 120,546 active student
pilots.15 Of these 120,546 active student
pilots, 49,959 16 (41.44 percent of the
total) certificates were issued in 2014.
Original student pilot certificates issued
that year comprised 30.83 percent of the
total for 2014, while the remaining
10.61 percent were replacement
certificates. Since the total number of
active student pilots is relatively stable
over the years, the FAA assumes that an
equal amount of students are leaving the
program each year. The FAA estimates
that these percentages will remain
constant during the entire period of this
analysis.
Cost Assumptions and Primary Sources
of Information
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• All costs are presented in 2014
dollars.
• Discount rates—a 7% base case
with a 3% sensitivity analysis rate
• Period of analysis—2015 through
2024
• A range of $13 to $25.22 is used as
the hourly rate of an airman’s time as
advised by Department of
Transportation (DOT) guidance.
• $23.59 is the hourly rate for a CFI
and ACR associated with a part 141
school.
• Numbers of student pilot
certificates from the FAA U.S. Civil
Airmen Statistics, 2014
15 FAA U.S. Civil Airmen Statistics, 2014, Table
1, Estimated Active Airmen Certificates Held,
https://www.faa.gov/data_research/
aviation_data_statistics/civil_airmen_statistics/.
16 FAA U.S. Civil Airmen Statistics, Table 16 and
Table 17 minus 1,854 since 1,854 is accounted for
in Table 16 (49,261 ¥ 1,854) + 2,552 = 49,959
https://www.faa.gov/data_research/
aviation_data_statistics/civil_airmen_statistics/.
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$11.0
$5.0
$20.9
Costs of This Rule
The compliance costs have three
distinct components and are estimated
over a ten-year period. The first
component is the student pilot
applicants’ direct and indirect costs
valued from $7.1 to $11 million. The
second component is the costs incurred
by the FAA’s Civil Aviation Registry to
Fmt 4700
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$9.4
$8.5
$0.06
$12.2
Benefits of This Rule
This final rule responds to section
4012 of the Intelligence Reform and
Terrorism Prevention Act (IRTPA) by
facilitating security vetting of all student
pilot certificate applicants before the
FAA issues a student pilot certificate.
As Congress understood the
unquantifiable benefits of section 4012
exceed the costs as discussed next.
Frm 00013
$6.1
$7.1
$0.05
Changes From the NPRM to the Final
Rule
This action withdraws the proposal
for pilot certificates to include a photo
of the individual pilot. Additionally,
this action withdraws the proposal to
implement fees for pilot certificates.
Applicants must apply for a student
pilot certificate through a FSDO, DPE,
ACR associated with a part 141 pilot
school, or CFI.
Newly issued student pilot certificates
will not have an expiration date.
Comments on the NPRM
recommended that FAA not remove the
AME from the student pilot certificate
application process because doing so
will increase the financial burden on the
student pilot by having him or her make
an additional trip. The FAA has
modified who may accept a student
pilot application by withdrawing the
KTCs and including CFIs as authorized
individuals. This will reduce the burden
on student pilot applicants since they
already travel to CFIs for flight
instruction.
These changes resulted in lower cost
estimates than those published in the
NPRM.
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$7.7
$14.9
$14.7
$18.0
process and issue a student pilot
certificate for $9.8 million. TSA will not
incur any additional costs as they
already vet student pilots. Under this
rule, TSA will conduct the vetting prior
to the issuance of an FAA student pilot
certificate. The third component is for
the mailing expenses incurred by the
authorized individual to mail the
applications to FAA’s Civil Aviation
Registry for about $70,000. Total costs of
this final rule are estimated to be from
$17 to $20.9 million over a ten-year
period.
Alternatives Considered
The alternative represents a situation
in which the FAA would only allow
ACRs associated with part 141 pilot
schools, DPEs, and FSDOs to act as
authorized individuals for receiving
student pilot certificate applications.
The outcome would be that student
pilot applicants who do not go to a part
141 pilot school for flight instruction
would have to make an additional trip
to a DPE or a FSDO to apply for a
student pilot certificate. This would
increase the travel costs to the student
pilot applicants. The FAA estimated the
cost of this alternative to be from $19 to
$30.6 million ($13.5–$21.8 million
using a 7 percent discount rate and
$16.3–$26.3 million using a 3 percent
discount rate.), which is more expensive
than the final rule.
B. Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980
(Pub. L. 96–354) (RFA) establishes ‘‘as a
principle of regulatory issuance that
agencies shall endeavor, consistent with
the objectives of the rule and of
applicable statutes, to fit regulatory and
informational requirements to the scale
of the businesses, organizations, and
governmental jurisdictions subject to
regulation. To achieve this principle,
agencies are required to solicit and
consider flexible regulatory proposals
and to explain the rationale for their
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actions to assure that such proposals are
given serious consideration.’’ The RFA
covers a wide range of small entities,
including small businesses, not-forprofit organizations, and small
governmental jurisdictions.
Agencies must perform a review to
determine whether a rule will have a
significant economic impact on a
substantial number of small entities. If
the agency determines that it will, the
agency must prepare a regulatory
flexibility analysis as described in the
RFA. Section 604 of the RFA requires
agencies to prepare a final regulatory
flexibility analysis (FRFA) describing
the impact of final rules on small
entities. Section 604(a) of the Act
specifies the content of the FRFA.
If an agency determines that a
rulemaking will not result in a
significant economic impact on a
substantial number of small entities, the
head of the agency may so certify under
section 605(b) of the RFA. The FAA
believes that this final rule will not have
a significant economic impact on a
substantial number of entities, because
student pilots are not small entities.
There were no comments regarding the
economic impact on student pilots
received in response to the NPRM.
Therefore, as provided in section 605(b),
the head of the FAA certifies that this
rulemaking will not result in a
significant economic impact on a
substantial number of small entities.
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C. International Trade Impact
Assessment
The Trade Agreements Act of 1979
(Pub. L. 96–39), as amended by the
Uruguay Round Agreements Act (Pub.
L. 103–465), prohibits Federal agencies
from establishing standards or engaging
in related activities that create
unnecessary obstacles to the foreign
commerce of the United States.
Pursuant to these Acts, the
establishment of standards is not
considered an unnecessary obstacle to
the foreign commerce of the United
States, so long as the standard has a
legitimate domestic objective, such as
the protection of safety, and does not
operate in a manner that excludes
imports that meet this objective. The
statute also requires consideration of
international standards and, where
appropriate, that they be the basis for
U.S. standards. The FAA has assessed
the potential effect of this final rule and
determined that it will have only a
domestic impact and therefore will not
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create unnecessary obstacles to the
foreign commerce of the United States.
D. Unfunded Mandates Assessment
Title II of the Unfunded Mandates
Reform Act of 1995 (Pub. L. 104–4)
requires each Federal agency to prepare
a written statement assessing the effects
of any Federal mandate in a proposed or
final agency rule that may result in an
expenditure of $100 million or more (in
1995 dollars) in any one year by State,
local, and tribal governments, in the
aggregate, or by the private sector; such
a mandate is deemed to be a ‘‘significant
regulatory action.’’ The FAA currently
uses an inflation-adjusted value of
$155.0 million in lieu of $100 million.
This rule does not contain such a
mandate; therefore, the requirements of
Title II of the Act do not apply.
E. Paperwork Reduction Act
The Paperwork Reduction Act of 1995
(44 U.S.C. 3507(d)) requires that the
FAA consider the impact of paperwork
and other information collection
burdens imposed on the public.
According to the 1995 amendments to
the Paperwork Reduction Act (5 CFR
1320.8(b)(2)(vi)), 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.
This final rule will revise an existing
information collection. As required by
the Paperwork Reduction Act of 1995
(44 U.S.C. 3507(d)), the FAA has
submitted these information collection
amendments to OMB for its review. The
Office of Management and Budget
approved the amended information
collection requirements under existing
OMB Control Number 2120–0021.
Title: Certification: Pilots and Flight
Instructors.
Abstract: 14 CFR part 61 prescribes
certification standards for pilots, flight
instructors, and ground instructors. The
information collected is used to
determine compliance with applicant
eligibility, via FAA Form 8710–1.
Use of: The Airman certificate and/or
Rating Application form and the
required records, logbooks, and
statements required by the federal
regulations are submitted to Federal
Aviation Administration (FAA) Flight
Standards District Offices or its
representatives to determine
qualifications of the applicant for
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issuance of a pilot or instructor
certificate, or rating or authorization.
Respondents (including number of):
The FAA estimates, on average, there
are 38,700 student pilots who will be
required to provide information in
accordance with the final rule annually.
The respondents to this information
requirement are student pilots regulated
under part 61.
Frequency: The FAA estimates
certificate holders will have a one-time
information collection, and will then
collect or report information
occasionally thereafter.
Annual Burden Estimate: This final
rule will result in a ten-year
recordkeeping and reporting burden as
follows:
Summary of Time and Costs
The FAA estimates 38,700
applications for new and replacement
student pilot certificates will take 0.5
hours each to complete. The student
airman certification program imposes a
19,350 hours reporting burden. Equation
1 below provides the basis for 19,350
hours.
(1) 38,700 new applications for
original student pilot certificates × 0.5
hours = 19,350 hours
The estimated annual cost to
respondents for the hour burdens
resulting from the collection of
information is $251,550. This cost is
determined by estimating the time
required for the applicants to complete
and submit FAA Form 8710–1
applications. Even though the FAA is
using the IACRA system, no significant
change in time required to complete and
submit this form will occur. Equation 2
below provides the basis for $251,550 in
costs.
(2) 38,700 8710–1 Applications × 0.5
hours × $13 per hour 17= $251,550;
The following table provides the total
cost to respondents over ten years, and
includes present and annualized values
using a seven and three percent
discount rate.
17 The lower rate of $13.00 is based on the
Revised Departmental Guidance on Valuation of
Travel Time in Economic Analysis, Table 4:
Recommended Hourly Values of Travel Time
Savings for in-vehicle local travel. This range is
used to estimate the value of personal time forgone
by the student pilot to complete an application form
and related tasks. Further, these values have been
grown by 1% for every year past 2014 as advised
in DOT Departmental Guidance. https://
www.dot.gov/sites/dot.gov/files/docs/
USDOT%20VOT%20Guidance%202014.pdf.
https://www.census.gov/hhes/www/income/data/
historical/household/.
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QUANTIFIED COSTS FOR ISSUANCE OF FAA PLASTIC CERTIFICATES
Estimate
Nominal
(millions)
PV at 7%
(millions)
Annualized
at 7%
(millions)
PV at 3%
(millions)
Annualized
at 3%
(millions)
Total .....................................................................................
$1.975
$1.39
$0.198
$1.67
$0.195
F. Privacy Impact Assessment
VI. Executive Order Determinations
The FAA conducted a privacy impact
assessment (PIA) of this rule as required
by section 522(a)(5) of division H of the
FY 2005 Omnibus Appropriations Act,
Public Law 108–447, 118 Stat. 3268
(Dec. 8, 2004). The assessment considers
any impacts of the final rule on the
privacy of information in an identifiable
form and related matters. The final rule
would impact the handling of
personally identifiable information (PII).
The FAA has evaluated the risks and
effects the rulemaking might have on
collecting, storing, and sharing PII and
has evaluated protections and
alternative information handling
processes in developing the final rule in
order to mitigate potential privacy risks.
The risks to the student pilot population
are the same as the risks for other
individuals who are required to hold
FAA-issued certificates. The PIA for the
following system currently incorporates
the student pilot population: AVS
Registry, also known as the Registry
Modernization System (RMS). This PIA
is available for review in the docket for
this rulemaking, as well as via https://
www.transportation.gov/individuals/
privacy/privacy-impact-assessments.
A. Executive Order 12866
G. International Compatibility and
Cooperation
In keeping with U.S. obligations
under the Convention on International
Civil Aviation, it is FAA policy to
conform to International Civil Aviation
Organization (ICAO) Standards and
Recommended Practices to the
maximum extent practicable. The FAA
has reviewed the corresponding ICAO
Standards and Recommended Practices
and has identified no differences with
these regulations.
tkelley on DSK3SPTVN1PROD with RULES
H. Environmental Analysis
FAA Order 1050.1F identifies FAA
actions that are categorically excluded
from preparation of an environmental
assessment or environmental impact
statement under the National
Environmental Policy Act in the
absence of extraordinary circumstances.
The FAA has determined this
rulemaking action qualifies for the
categorical exclusion identified in
paragraph 5–6.6f and involves no
extraordinary circumstances.
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See the ‘‘Regulatory Evaluation’’
discussion in the ‘‘Regulatory Notices
and Analyses’’ section elsewhere in this
preamble.
B. Executive Order 13132, Federalism
The FAA has analyzed this final rule
under the principles and criteria of
Executive Order 13132, Federalism. The
agency determined that this action will
not have a substantial direct effect on
the States, or the relationship between
the Federal Government and the States,
or on the distribution of power and
responsibilities among the various
levels of government, and, therefore,
does not have Federalism implications.
C. Executive Order 13211, Regulations
That Significantly Affect Energy Supply,
Distribution, or Use
The FAA analyzed this final rule
under Executive Order 13211, Actions
Concerning Regulations that
Significantly Affect Energy Supply,
Distribution, or Use (May 18, 2001). The
agency has determined that it is not a
‘‘significant energy action’’ under the
executive order and it is not likely to
have a significant adverse effect on the
supply, distribution, or use of energy.
D. Executive Order 13609, Promoting
International Regulatory Cooperation
Executive Order 13609, Promoting
International Regulatory Cooperation,
(77 FR 26413, May 4, 2012) promotes
international regulatory cooperation to
meet shared challenges involving
health, safety, labor, security,
environmental, and other issues and to
reduce, eliminate, or prevent
unnecessary differences in regulatory
requirements. The FAA has analyzed
this action under the policies and
agency responsibilities of Executive
Order 13609, and has determined that
this action would have no effect on
international regulatory cooperation.
VII. How To Obtain Additional
Information
A. Rulemaking Documents
An electronic copy of a rulemaking
document may be obtained by using the
Internet—
PO 00000
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Fmt 4700
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1. Search the Federal eRulemaking
Portal (https://www.regulations.gov);
2. Visit the FAA’s Regulations and
Policies Web page at https://
www.faa.gov/regulations_policies/ or
3. Access the Government Publishing
Office’s Web page at https://
www.fdsys.gov.
Copies may also be obtained by
sending a request (identified by notice,
amendment, or docket number of this
rulemaking) to the Federal Aviation
Administration, Office of Rulemaking,
ARM–1, 800 Independence Avenue
SW., Washington, DC 20591, or by
calling (202) 267–9677.
B. Comments Submitted to the Docket
Comments received may be viewed by
going to https://www.regulations.gov and
following the online instructions to
search the docket number for this
action. Anyone is able to search the
electronic form of all comments
received into any of the FAA’s dockets
by the name of the individual
submitting the comment (or signing the
comment, if submitted on behalf of an
association, business, labor union, etc.).
C. Small Business Regulatory
Enforcement Fairness Act
The Small Business Regulatory
Enforcement Fairness Act (SBREFA) of
1996 requires FAA to comply with
small entity requests for information or
advice about compliance with statutes
and regulations within its jurisdiction.
A small entity with questions regarding
this document may contact its local
FAA official, or the person listed under
the FOR FURTHER INFORMATION CONTACT,
heading at the beginning of the
preamble. To find out more about
SBREFA on the Internet, visit https://
www.faa.gov/regulations_policies/
rulemaking/sbre_act/.
List of Subjects
14 CFR Part 61
Aircraft, Airmen, Aviation safety,
Reporting and recordkeeping
requirements, Security measures.
14 CFR Part 183
Aircraft, Airmen, Reporting and
recordkeeping requirements.
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Federal Register / Vol. 81, No. 7 / Tuesday, January 12, 2016 / Rules and Regulations
The Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends chapter I of title 14, Code of
Federal Regulations as follows:
PART 61—CERTIFICATION: PILOTS,
FLIGHT INSTRUCTORS, AND GROUND
INSTRUCTORS
1. The authority citation for part 61 is
revised to read as follows:
■
Authority: 49 U.S.C. 106(f), 106(g), 40113,
44701–44703, 44707, 44709–44711, 44729,
44903, 45102–45103, 45301–45302.
2. Amend § 61.3 by revising paragraph
(d)(2)(iv) to read as follows:
■
§ 61.3 Requirement for certificates,
ratings, and authorizations.
*
*
*
*
*
(d) * * *
(2) * * *
(iv) Endorse a logbook for solo
operating privileges.
*
*
*
*
*
■ 3. Amend § 61.19 by revising the
section heading and paragraphs (a), (b),
and (c) to read as follows:
tkelley on DSK3SPTVN1PROD with RULES
§ 61.19 Duration of pilot and instructor
certificates and privileges.
(a) General. (1) The holder of a
certificate with an expiration date may
not, after that date, exercise the
privileges of that certificate.
(2) Except for a certificate issued with
an expiration date, a pilot certificate is
valid unless it is surrendered,
suspended, or revoked.
(b) Paper student pilot certificate. A
student pilot certificate issued under
this part prior to April 1, 2016 expires:
(1) For student pilots who have not
reached their 40th birthday, 60 calendar
months after the month of the date of
examination shown on the medical
certificate.
(2) For student pilots who have
reached their 40th birthday, 24 calendar
months after the month of the date of
examination shown on the medical
certificate.
(3) For student pilots seeking a glider
rating, balloon rating, or a sport pilot
certificate, 60 calendar months after the
month of the date issued, regardless of
the person’s age.
(c) Pilot certificates. (1) A pilot
certificate (including a student pilot
certificate issued after April 1, 2016
issued under this part is issued without
a specific expiration date.
(2) The holder of a pilot certificate
issued on the basis of a foreign pilot
license may exercise the privileges of
that certificate only while that person’s
foreign pilot license is effective.
*
*
*
*
*
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■
4. Revise § 61.85 to read as follows:
§ 61.85
Application.
An applicant for a student pilot
certificate:
(a) Must make that application in a
form acceptable to the Administrator;
and
(b) Must submit the application to a
Flight Standards District Office, a
designated pilot examiner, an airman
certification representative associated
with a pilot school, a flight instructor,
or other person authorized by the
Administrator.
■ 5. Amend § 61.87 by revising
paragraphs (n) and (p)(3), removing
paragraph (p)(4), redesignating
paragraph (p)(5) as (p)(4), and revising
newly redesignated (p)(4) to read as
follows:
§ 61.87
pilots.
Solo requirements for student
*
*
*
*
*
(n) Limitations on student pilots
operating an aircraft in solo flight. A
student pilot may not operate an aircraft
in solo flight unless that student pilot
has received an endorsement in the
student’s logbook for the specific make
and model aircraft to be flown by an
authorized instructor who gave the
training within the 90 days preceding
the date of the flight.
*
*
*
*
*
(p) * * *
(3) Determined the student pilot is
proficient in the make and model of
aircraft to be flown; and
(4) Endorsed the student pilot’s
logbook for the specific make and model
aircraft to be flown, and that
endorsement remains current for solo
flight privileges, provided an authorized
instructor updates the student’s logbook
every 90 days thereafter.
■ 6. Amend § 61.93 by revising
paragraphs (c)(1) and (c)(2) and adding
paragraph (c)(3) to read as follows:
§ 61.93 Solo cross-country flight
requirements.
*
*
*
*
*
(c) * * *
(1) A student pilot must have a solo
cross-country endorsement from the
authorized instructor who conducted
the training that is placed in that
person’s logbook for the specific
category of aircraft to be flown.
(2) A student pilot must have a solo
cross-country endorsement from an
authorized instructor that is placed in
that person’s logbook for the specific
make and model of aircraft to be flown.
(3) For each cross-country flight, the
authorized instructor who reviews the
cross-country planning must make an
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Frm 00016
Fmt 4700
Sfmt 4700
endorsement in the person’s logbook
after reviewing that person’s crosscountry planning, as specified in
paragraph (d) of this section. The
endorsement must—
(i) Specify the make and model of
aircraft to be flown;
(ii) State that the student’s preflight
planning and preparation is correct and
that the student is prepared to make the
flight safely under the known
conditions; and
(iii) State that any limitations required
by the student’s authorized instructor
are met.
*
*
*
*
*
■ 7. Amend § 61.133 by revising
paragraphs (a)(2)(i)(C) and (a)(2)(ii)(C) to
read as follows:
§ 61.133 Commercial pilot privileges and
limitations.
(a) * * *
(2) * * *
(i) * * *
(C) Endorse a pilot’s logbook for solo
operating privileges in an airship;
* * *
(ii) * * *
(C) Endorse a pilot’s logbook for solo
operating privileges in a balloon; and
*
*
*
*
*
■ 8. Amend § 61.189 by revising
paragraph (b)(1) to read as follows:
§ 61.189
Flight instructor records.
*
*
*
*
*
(b) * * *
(1) The name of each person whose
logbook that instructor has endorsed for
solo flight privileges, and the date of the
endorsement; and
*
*
*
*
*
■ 9. Revise § 61.193 to read as follows:
§ 61.193
Flight instructor privileges.
(a) A person who holds a flight
instructor certificate is authorized
within the limitations of that person’s
flight instructor certificate and ratings to
train and issue endorsements that are
required for:
(1) A student pilot certificate;
(2) A pilot certificate;
(3) A flight instructor certificate;
(4) A ground instructor certificate;
(5) An aircraft rating;
(6) An instrument rating;
(7) A flight review, operating
privilege, or recency of experience
requirement of this part;
(8) A practical test; and
(9) A knowledge test.
(b) A person who holds a flight
instructor certificate is authorized, in a
form and manner acceptable to the
Administrator, to:
(1) Accept an application for a student
pilot certificate;
E:\FR\FM\12JAR1.SGM
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Federal Register / Vol. 81, No. 7 / Tuesday, January 12, 2016 / Rules and Regulations
(2) Verify the identity of the
applicant; and
(3) Verify the applicant meets the
eligibility requirements in § 61.83.
■ 10. Amend § 61.195 by revising
paragraphs (d)(1) introductory text and
(d)(2) to read as follows:
§ 61.195 Flight instructor limitations and
qualifications.
*
*
*
*
*
(d) * * *
(1) Student pilot’s logbook for solo
flight privileges, unless that flight
instructor has—
* * *
(2) Student pilot’s logbook for a solo
cross-country flight, unless that flight
instructor has determined the student’s
flight preparation, planning, equipment,
and proposed procedures are adequate
for the proposed flight under the
existing conditions and within any
limitations listed in the logbook that the
instructor considers necessary for the
safety of the flight;
*
*
*
*
*
■ 11. Revise § 61.413 to read as follows:
tkelley on DSK3SPTVN1PROD with RULES
§ 61.413 What are the privileges of my
flight instructor certificate with a sport pilot
rating?
(a) If you hold a flight instructor
certificate with a sport pilot rating, you
are authorized, within the limits of your
certificate and rating, to provide training
and endorsements that are required for,
and relate to—
(1) A student pilot seeking a sport
pilot certificate;
(2) A sport pilot certificate;
(3) A flight instructor certificate with
a sport pilot rating;
(4) A powered parachute or weightshift-control aircraft rating;
(5) Sport pilot privileges;
(6) A flight review or operating
privilege for a sport pilot;
(7) A practical test for a sport pilot
certificate, a private pilot certificate
with a powered parachute or weightshift-control aircraft rating or a flight
instructor certificate with a sport pilot
rating;
(8) A knowledge test for a sport pilot
certificate, a private pilot certificate
with a powered parachute or weightshift-control aircraft rating or a flight
instructor certificate with a sport pilot
rating; and
(9) A proficiency check for an
additional category or class privilege for
a sport pilot certificate or a flight
instructor certificate with a sport pilot
rating.
(b) A person who holds a flight
instructor certificate with a sport pilot
rating is authorized, in a form and
manner acceptable to the Administrator,
to:
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(1) Accept an application for a student
pilot certificate;
(2) Verify the identity of the
applicant; and
(3) Verify the applicant meets the
eligibility requirements in § 61.83.
■ 12. Amend § 61.415 by revising
paragraphs (d)(1) introductory text,
(d)(2), and (d)(3) introductory text to
read as follows:
§ 61.415 What are the limits of a flight
instructor certificate with a sport pilot
rating?
*
*
*
*
*
(d) * * *
(1) Student pilot’s logbook for solo
flight privileges, unless you have—
* * *
(2) Student pilot’s logbook for a solo
cross-country flight, unless you have
determined the student’s flight
preparation, planning, equipment, and
proposed procedures are adequate for
the proposed flight under the existing
conditions and within any limitations
listed in the logbook that you consider
necessary for the safety of the flight.
(3) Student pilot’s logbook for solo
flight in Class B, C, and D airspace
areas, at an airport within Class B, C, or
D airspace and to from, through or on
an airport having an operational control
tower, unless you have—
*
*
*
*
*
■ 13. Amend § 61.423 by revising
paragraph (a)(2)(i) to read as follows:
§ 61.423 What are the recordkeeping
requirements for a flight instructor with a
sport pilot rating?
(a) * * *
(2) * * *
(i) Each person whose logbook you
have endorsed for solo flight privileges.
*
*
*
*
*
PART 183—REPRESENTATIVES OF
THE ADMINISTRATOR
14. The authority citation for part 183
is revised to read as follows:
■
Authority: 31 U.S.C. 9701; 49 U.S.C.
106(f), 106(g), 40113, 44702, 45303.
15. Amend § 183.21 by revising
paragraph (c) and removing and
reserving paragraph (d) to read as
follows:
■
§ 183.21
Aviation Medical Examiners.
*
*
*
*
*
(c) Issue or deny medical certificates
in accordance with part 67 of this
chapter, subject to reconsideration by
the Federal Air Surgeon or his or her
authorized representatives within the
FAA; and
(d) [Reserved.]
*
*
*
*
*
PO 00000
Frm 00017
Fmt 4700
Sfmt 4700
1307
Issued in Washington, DC, under the
authority of 49 U.S.C. 106(f), 44703, and
Section 4022 of Public Law. 108–458 on
December 24, 2015.
Michael P. Huerta,
Administrator.
[FR Doc. 2016–00199 Filed 1–11–16; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF JUSTICE
Bureau of Alcohol, Tobacco, Firearms,
and Explosives
27 CFR Part 478
[Docket No. ATF 40F; AG Order No. 3607–
2016]
RIN 1140–AA41
Commerce in Firearms and
Ammunition—Reporting Theft or Loss
of Firearms in Transit (2007R–9P)
Bureau of Alcohol, Tobacco,
Firearms, and Explosives (ATF);
Department of Justice.
ACTION: Final rule.
AGENCY:
The Department of Justice is
amending the regulations of the Bureau
of Alcohol, Tobacco, Firearms, and
Explosives (ATF) concerning the
statutory reporting requirement for
firearms that have been stolen or lost.
The final rule specifies that when a
Federal firearms licensee (FFL)
discovers a firearm it shipped was
stolen or lost in transit, the transferor/
sender FFL must report the theft or loss
to ATF and to the appropriate local
authorities within 48 hours of
discovery. The rule also reduces an
FFL’s reporting burden when a theft or
loss involves a firearm registered under
the National Firearms Act (NFA) and
ensures consistent reporting to ATF’s
NFA Branch. In addition, the rule
specifies that transferor/sender FFLs
must reflect the theft or loss of a firearm
as a disposition entry in their required
records not later than 7 days following
discovery of the theft or loss; moreover,
if an FFL reported the theft or loss of a
firearm and later discovers its
whereabouts, the FFL must advise ATF
that the firearm has been located and
must re-enter the firearm into its
required records as an acquisition or
disposition entry as appropriate.
DATES: This rule is effective February
11, 2016.
FOR FURTHER INFORMATION CONTACT:
Denise Brown, Office of Regulatory
Affairs, Enforcement Programs and
Services, Bureau of Alcohol, Tobacco,
Firearms, and Explosives, U.S.
Department of Justice, 99 New York
SUMMARY:
E:\FR\FM\12JAR1.SGM
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]]>Agencies
[Federal Register Volume 81, Number 7 (Tuesday, January 12, 2016)]
[Rules and Regulations]
[Pages 1292-1307]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-00199]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 61 and 183
[Docket No.: FAA-2010-1127; Amdt. Nos. 61-135 and 183-15]
RIN 2120-AJ42
Student Pilot Application Requirements
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This action requires applicants to apply for a student pilot
certificate through a Flight Standards District Office, designated
pilot examiner, airman certification representative associated with a
pilot school, or certified flight instructor. Aviation Medical
Examiners will no longer issue a combination medical certificate and
student pilot certificate. Student pilot certificates will be issued on
the same medium as other pilot certificates and will have no expiration
date. All student pilot certificates issued before the effective date
of this final rule will expire according to their terms unless they are
replaced by another pilot certificate. This final rule responds to
section 4012 of the Intelligence Reform and Terrorism Prevention Act
and facilitates security vetting by the Transportation Security
Administration of student pilot applicants prior to certificate
issuance. This action withdraws the proposal for pilot certificates to
include a photograph of the individual pilot. Section 321 of the FAA
Modernization and Reform Act of 2012 supersedes section 4022 of the
Intelligence Reform and Terrorism Prevention Act, which provided the
[[Page 1293]]
basis for the proposed rule. The FAA intends to publish in the future a
proposed rule that would implement section 321. Additionally, this
action withdraws the proposal to implement fees for pilot certificates.
DATES: This rule is effective April 1, 2016.
ADDRESSES: For information on where to obtain copies of rulemaking
documents and other information related to this final rule, see ``How
to Obtain Additional Information'' in the SUPPLEMENTARY INFORMATION
section of this document.
FOR FURTHER INFORMATION CONTACT: Trey McClure, Airmen Certification and
Training Branch, AFS-810, Flight Standards Service, Federal Aviation
Administration, 55 M Street SE., 8th Floor, Washington, DC 20003;
telephone (202) 267-1100; email trey.mcclure@faa.gov.
SUPPLEMENTARY INFORMATION:
Table of Contents
I. Executive Summary
A. Purpose of Action
B. Student Pilot Application Requirements: Summary of Current,
Proposed, and Finalized Provisions
C. Costs and Benefits of the Final Rule
II. Authority for This Rulemaking
III. Background
A. Congressional Mandate
B. Related Actions
C. Summary of the NPRM
D. General Overview of Comments
E. Summary of Final Rule
IV. Discussion of Public Comments and Final Rule
A. Photo on Pilot Certificates
B. Application Process for Pilot Certificates With Photo Other
Than Student Pilot Certificates
C. Requiring Student Pilots To Obtain a Plastic Pilot
Certificate
D. Duration of Photo on Pilot Certificate
E. Fees for Issuing Pilot Certificates With Photo
F. Implementation Process
G. Regulatory Evaluation
H. Miscellaneous Comments
1. Redesigning Pilot Certificate
2. Proposed Sec. 61.3--Requirements for Certificates, Ratings,
and Authorizations
V. Regulatory Notices and Analyses
A. Regulatory Evaluation
B. Regulatory Flexibility Determination
C. International Trade Impact Assessment
D. Unfunded Mandates Assessment
E. Paperwork Reduction Act
F. Privacy Impact Assessment
G. International Compatibility and Cooperation
H. Environmental Analysis
VI. Executive Order Determinations
A. Executive Order 12866
B. Executive Order 13132, Federalism
C. Executive Order 13211, Regulations That Significantly Affect
Energy Supply, Distribution, or Use
D. Executive Order 13609, Promoting International Regulatory
Cooperation
VII. How To Obtain Additional Information
A. Rulemaking Documents
B. Comments Submitted to the Docket
C. Small Business Regulatory Enforcement Fairness Act
Abbreviations Frequently Used in This Document
ACR--Airman certification representative
AME--Aviation medical examiner
ASI--Aviation safety inspector
AST--Aviation safety technician
CFI--Certified flight instructor
DPE--Designated pilot examiner
FSDO--Flight standards district office
IRTPA--Intelligence Reform and Terrorism Prevention Act
KTC--Knowledge testing center
NPRM--Notice of proposed rulemaking
I. Executive Summary
A. Purpose of Action
As discussed in greater detail throughout this document, this
rulemaking requires student pilots to apply for, obtain, and carry a
plastic pilot certificate to exercise the privileges of the pilot
certificate. Additionally, it modifies the process by which student
pilots apply for a certificate. This rulemaking withdraws the proposals
to require all pilots to carry a pilot certificate with a photo of the
pilot and to implement a fee structure for pilot certificates. A
comparison of current requirements, requirements proposed in the
November 19, 2010 notice of proposed rulemaking (NPRM) (75 FR 70871),
and new requirements adopted by this final rule are included in the
following table.
B. Student Pilot Application Requirements: Summary of Current,
Proposed, and Finalized Provisions
----------------------------------------------------------------------------------------------------------------
Scenario Current regulations 2010 NPRM Final rule requirements
----------------------------------------------------------------------------------------------------------------
Digital Photos on all Pilot No photo on Photo on pilot No change from
Certificates. pilot certificate. certificate. current regulations.
Pilot must have Pilot must
photo identification on carry pilot certificate
the person and in the with photo according to
physical possession or proposed implementation
readily accessible in schedule.
the aircraft when
exercising the
privileges of the pilot
certificate or
authorization.
Application and Certificate A student pilot A student pilot A student pilot
Issuance. typically obtains a applicant would not be applicant would not be
combination medical issued a student pilot issued a student pilot
certificate and student certificate at the time certificate at the time
pilot certificate from of application. of application.
an aviation medical A student pilot A student pilot
examiner (AME). must obtain a student must obtain a student
A student pilot pilot certificate that pilot certificate that
applicant may obtain a is issued by the Civil is issued by the Civil
student pilot Aviation Registry prior Aviation Registry prior
certificate from an to exercising the to exercising the
aviation safety privileges of the privileges of the
inspector (ASI) or student pilot student pilot
aviation safety certificate. certificate.
technician (AST) located An AME would An AME would
at a Flight Standards not issue a combination not issue a combination
District Office (FSDO) medical certificate and medical certificate and
throughout the country. student pilot student pilot
A student pilot certificate or accept certificate or accept
applicant may obtain a an application for a an application for a
student pilot student pilot student pilot
certificate from a certificate. certificate.
designated pilot A student pilot A student pilot
examiner (DPE). applicant could apply applicant could apply
in person with an ASI in person with an ASI
or AST at a FSDO. or AST at a FSDO.
A student pilot
applicant could apply
in person with a DPE.
[[Page 1294]]
A student pilot A student pilot
applicant could apply applicant could apply
in person at a in person with a DPE.
Knowledge Testing A student pilot
Center (KTC). applicant may apply in
person at with an
airman certification
representative (ACR)
associated with a part
141 pilot school.
A student pilot
applicant may apply in
person with a certified
flight instructor
(CFI).
Implementation Schedule.......... None previously A 5-year phased An effective
required. Proposals were implementation schedule date of 180 days from
based upon the that included a the date of publication
implementation of ``trigger-based'' in the Federal
digital photos on all approach to issue pilot Register.
pilot certificates. certificates with Current student
photos to people pilot certificate
interacting with the holders may continue
FAA and a ``non-trigger exercising the
based'' approach that privileges of the
required pilots to student pilot
obtain a pilot certificate until the
certificate with a certificate expires
photo during a 3-, 4-, according to its
or 5-year period current terms.
depending on the type The FAA will
of certificate. charge a $2 fee for
An effective replacement of a pilot
date of the first day certificate including a
of the calendar month student pilot
following 60 days from certificate which is
the date of publication consistent with
in the Federal Register. existing Sec. 187.5.
Fees............................. The FAA charges The FAA would
a $2 fee for charge $22 for initial
replacement, duplicate, issuance or renewal of
or facsimile of a pilot a pilot certificate.
certificate.
Expiration date.................. The student The student The student
pilot certificate is pilot certificate would pilot certificate has
valid for a period of 24 have no expiration no expiration date.
or 60 calendar months date, although the
after the date of photo would need to be
issuance, depending on updated every 8 years
the age of the student to continue exercising
pilot. privileges of the
student pilot
certificate.
Student Pilot Endorsements....... Flight Flight Flight
Instructor endorses the Instructor would Instructor endorses the
student pilot endorse the student's student's logbook.
certificate and the logbook.
student's logbook.
----------------------------------------------------------------------------------------------------------------
C. Costs and Benefits of the Final Rule
The FAA estimates that the total costs for the final rule will be
from $17 to $20.9 million over a ten-year period (2015-2024), which has
a present value of $12.2 to $14.9 million using a 7 percent discount
rate and has a present value of $14.7 to $18 million using a 3 percent
discount rate.
Total costs to student pilots, including the time to complete and
process paperwork, will be from $7.1 to $11 million during the next ten
years, which has a present value of $5 to $7.7 million using a 7
percent discount rate and has a present value of $6.1 to $9.4 million
using a 3 percent discount rate.
The FAA, in turn, will incur total unreimbursed costs of about $9.8
million to process the information, which has a present value of about
$7.1 million using a 7 percent discount rate and has a present value of
$8.5 million using a 3 percent discount rate.
Some authorized individuals \1\ will incur about $70,000 over the
next 10 years in mailing expenses to send student pilot applications to
FAA's Civil Aviation Registry, which has a present value of about
$50,000 using a 7 percent discount rate and has a present value of
$60,000 using a 3 percent discount rate.
---------------------------------------------------------------------------
\1\ As discussed later in this document, an authorized
individual is an ASI or AST at a FSDO, a DPE, an ACR associated with
a part 141 pilot school, or a CFI who may accept a student pilot
certificate application and verify the applicant's identity.
---------------------------------------------------------------------------
This rulemaking facilitates security vetting of all pilot
certificate applicants before the FAA issues a pilot certificate. The
FAA notes that following the direction of Congress provides a
sufficient reasoned determination to justify the costs. These potential
benefits are not quantifiable. The following table provides a summary
of the cost-benefit analysis.
Table of Costs and Benefits of the Final Rule
[2015-2024]
--------------------------------------------------------------------------------------------------------------------------------------------------------
Total cost Present value
-----------------------------------------------------------------------------------------------
Affected group 7 Percent 3 Percent
Lower Upper ---------------------------------------------------------------
Lower Upper Lower Upper
--------------------------------------------------------------------------------------------------------------------------------------------------------
(Millions, 2014 $)
--------------------------------------------------------------------------------------------------------------------------------------------------------
Student Pilots.......................................... $7.1 $11.0 $5.0 $7.7 $6.1 $9.4
-----------------------------------------------------------------------------------------------
[[Page 1295]]
FAA..................................................... $9.8
$7.1
$8.5
Authorized Individuals.................................. $0.07
$0.05
$0.06
-----------------------------------------------------------------------------------------------
Total............................................... $17.0 $20.9 $12.2 $14.9 $14.7 $18.0
--------------------------------------------------------------------------------------------------------------------------------------------------------
------------------------------------------------------------------------
Total benefits PV benefits
------------------------------------------------------------------------
Total Social Benefit............ Not quantifiable
------------------------------------------------------------------------
Note: The sum of individual items may not equal totals due to
rounding.
II. Authority for This Rulemaking
The FAA's authority to issue rules on 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.
Under Subtitle VII, Part A, Subpart iii, Section 44703(b)(1)(C),
the FAA may define the terms of an airman certificate that the FAA
Administrator finds necessary to ensure safety in air commerce.
Additionally, Subtitle VII, Part A, Subpart iii, Section 44703(g)(1)
permits modifications to the airman certification system to make it
more efficient in serving the needs of those enforcing laws related to
combating acts of terrorism by ensuring verifiable identification of
individuals applying for airman certificates. In Section 4012(a)(1) of
the Intelligence Reform and Terrorism Prevention Act (IRTPA),\2\
Congress required the Transportation Security Administration (TSA), in
coordination with the FAA, to vet individuals against the terrorist
watch lists prior to FAA certificate issuance.
---------------------------------------------------------------------------
\2\ Public Law 108-458, 118 Stat. 3638 (Dec. 17, 2004) (codified
at 49 U.S.C. 44903(j)(2)(D)).
---------------------------------------------------------------------------
This rulemaking is within the scope of that authority because it
facilitates security vetting of all pilot certificate applicants before
the FAA issues a pilot certificate.
III. Background
A. Congressional Mandate
On December 17, 2004, the President signed IRTPA. Section 4022 of
that law requires the FAA to issue improved pilot certificates that (1)
are resistant to tampering, altering, or counterfeiting; (2) include a
photograph of the individual to whom the certificate is issued; and (3)
are capable of accommodating a digital photograph, a biometric
identifier, or any other unique identifier the FAA Administrator
considers necessary. The law also allows the Administrator to use
designees to carry out this mandate. IRTPA also amended Title 49 of the
United States Code by requiring TSA, in coordination with the FAA, to
screen individuals ``against all appropriate records in the
consolidated and integrated terrorist watchlist maintained by the
Government before being certificated by the FAA.'' \3\
---------------------------------------------------------------------------
\3\ 49 U.S.C. 44903(j)(2)(D).
---------------------------------------------------------------------------
On February 14, 2012, the President signed the FAA Modernization
and Reform Act of 2012.\4\ Section 321 of that law directs the FAA to
issue improved pilot certificates consistent with certain requirements.
The improved pilot certificates must be compliant with Federal
Information Processing Standards-201 (FIPS-201) or Personal Identity
Verification--Interoperability Standards (PIV-I) for processing through
security checkpoints into airport sterile areas. The certificates must
be resistant to tampering, alteration, and counterfeiting; must include
a photograph of the individual to whom the certificate is issued for
identification purposes; and must be a smart card, which is able to
accommodate iris and fingerprint biometric identifiers. Additionally,
section 122 of that Act directs the FAA to establish and collect fees
for certain airman certification and aircraft registration activities
to recover the cost of providing those services.
---------------------------------------------------------------------------
\4\ Public Law 112-95, 126 Stat. 11 (Feb. 14, 2012).
---------------------------------------------------------------------------
Sections 321 and 122 supersede the authority under which the FAA
published the NPRM proposing to implement the requirements of IRTPA.
Accordingly, the FAA withdraws the portions of the proposal that
address photographs and fees for certificate issuance. The FAA has
initiated other rulemakings to address the requirements stemming from
sections 321 (RIN 2120-AK33) and 122 (RIN-2120-AK37). The FAA is
issuing this final rule to address the requirements in section 4012 of
IRTPA to ensure vetting of all student pilots prior to certificate
issuance.
B. Related Actions
The Federal Aviation Administration Drug Enforcement Assistance Act
of 1988 (``DEA Act''),\5\ identified deficiencies in the FAA's aircraft
registration and pilot certification systems.\6\ The FAA published an
NPRM to address the deficiencies but withdrew the NPRM after
determining that technological improvements could accomplish most
requirements of the DEA Act.\7\ As part of the technological
improvements, the FAA discontinued issuing paper pilot certificates and
began issuing plastic pilot certificates in 2003. The plastic
certificates are made of high quality plastic card stock and contain
such tamper- and counterfeit-resistant features as micro printing, a
hologram, and a UV-sensitive layer as well as a magnetic strip that
contains a unique identifier.
---------------------------------------------------------------------------
\5\ Public Law 100-690, 102 Stat. 4181 (Nov. 18, 1988).
\6\ See sections 7203(a) and 7205(a), Public Law 100-690.
\7\ 70 FR 72403 (Dec. 5, 2005).
---------------------------------------------------------------------------
On January 5, 2007, the FAA published the Drug Enforcement
Assistance NPRM.\8\ That NPRM proposed changes to the airman
certification and aircraft registration requirements to comply with the
[[Page 1296]]
mandates of the DEA Act that could not be completed without rulemaking.
Among other requirements, the NPRM proposed requiring holders of pilot
certificates and other airmen certificates to hold a plastic
certificate to exercise the privileges of that certificate.
---------------------------------------------------------------------------
\8\ 72 FR 489.
---------------------------------------------------------------------------
On February 28, 2008, the FAA published the Drug Enforcement
Assistance final rule (``the DEA final rule'').\9\ In that rule, the
FAA required all pilots, except student pilots, to obtain a plastic
certificate by March 31, 2010. After that date, pilots without plastic
certificates could not exercise the privileges of their certificates.
The DEA final rule also satisfied the IRTPA requirement to issue pilot
certificates that are resistant to tampering, altering, and
counterfeiting.
---------------------------------------------------------------------------
\9\ 73 FR 10662.
---------------------------------------------------------------------------
C. Summary of the NPRM
On November 19, 2010, the FAA published an NPRM titled ``Photo
Requirements for Pilot Certificates.'' \10\ The NPRM proposed to
further fulfill the requirements of section 4022 of the IRTPA by
requiring a photo of the pilot on all plastic pilot certificates,
including student pilot certificates. The FAA also proposed a $22 fee
to process an application for: (1) Exchanging an existing certificate
without a photo for a certificate with photo; (2) issuing a new pilot
certificate or student pilot certificate; and (3) replacing a pilot
certificate with photo whenever a replacement certificate is requested
by a pilot or required by regulation. The FAA proposed that pilots be
required to update their photo every 8 years.
---------------------------------------------------------------------------
\10\ 75 FR 70871.
---------------------------------------------------------------------------
The FAA proposed to begin issuing a pilot certificate with photo to
applicants for a new pilot certificate once the rule became effective.
To minimize the burden of reissuance on existing certificate holders,
the FAA proposed a 5-year implementation period. During the
implementation period, the FAA proposed that pilots be required to
exchange their non-photo pilot certificates for pilot certificates with
photo when they interacted with the FAA. These ``triggering events''
included activities such as upgrading a certificate, obtaining or
renewing a flight instructor certificate, or replacing a pilot
certificate due to change of name, citizenship, date of birth, or
change of gender. For pilots who would not otherwise have a need to
interact with the FAA during the implementation period, the FAA
proposed a phased approach, with different compliance dates for
different categories of pilots.
The NPRM also described the proposed process for submitting an
application for a pilot certificate with photo. To receive their
initial pilot certificates with photo, the FAA proposed that all pilots
appear in person to have their identities verified. The FAA proposed
allowing FSDOs or other approved FAA designees such as DPEs or KTCs to
accept the applications and verify pilots' identities. Pilots would
still be able to replace lost or destroyed certificates with or without
photo by mail or via the Airman Certification Branch's Web page on the
FAA Web site.
The proposed rule applied to all pilots, including student pilots.
The FAA proposed that student pilots obtain a plastic certificate with
photo instead of a paper certificate. The plastic pilot certificate
with photo would not have an expiration date. However, the FAA proposed
that certificate holders be required to submit a new photo every 8
years. Because the student pilot certificate would be plastic and
contain a photo, the FAA proposed that AMEs no longer issue student
pilot certificates or combination medical certificates and student
pilot certificates. Students would continue to receive their medical
certificates from AMEs but would go to a FSDO, DPE, KTC, or other
approved FAA designee to apply for a student pilot certificate with
photo. Additionally, because the new student pilot certificates would
be plastic, the FAA proposed that flight instructors endorse only
students' logbooks.
D. General Overview of Comments
The FAA received approximately 470 comments to the NPRM. Most were
from individual pilots. In addition, the agency received comments from
Transport Canada, the Society of Aviation and Flight Educators (SAFE),
the National Association of Flight Instructors (NAFI), the Air Line
Pilots Association (ALPA), the Helicopter Association International
(HAI), the Aircraft Owners and Pilots Association (AOPA), the
Experimental Aircraft Association (EAA), the National Air
Transportation Association (NATA), and the United States Pilots
Association (USPA). Most of the commenters opposed the concept of
adding a photo to the pilot certificate, as well as the proposal to
require student pilots to have a certificate with a photo. Commenters
also suggested changes to the proposals, which are discussed more fully
later in this document.
The FAA received comments on the following general areas of the
proposal:
Requirement of a photo on pilot certificates.
Fees for obtaining new, replacement, or renewed a pilot
certificate with photo.
Inclusion of students in the requirement to have
certificates with photo.
Duration of the photo on the certificate.
Application process for new, replacement, or renewed pilot
certificates with photo.
Implementation process using ``trigger'' events and phased
deadlines.
Regulatory evaluation.
Lack of security benefits by adding a photograph.
E. Summary of Final Rule
This rule adopts the proposal to require student pilots to carry a
plastic certificate and apply in person for a student pilot certificate
at a FSDO, through a DPE, with an ACR associated with a part 141 pilot
school, or with a CFI. This rule withdraws the remaining proposals.
Student pilots will receive plastic student pilot certificates
instead of a paper student pilot certificate or combination medical
certificate and student pilot certificate. The cost to replace a
student pilot certificate will be $2, the same as other certificates.
This current nominal fee defrays part of the Registry's cost of
replacing the pilot certificate. The plastic certificates will not
expire, which will give the student unlimited time to complete training
without having to apply for another student pilot certificate.
AMEs no longer will issue a combination medical certificate and
student pilot certificate or accept an application for a student pilot
certificate. An applicant must appear in person to apply for a student
pilot certificate at a FSDO, through a DPE, with an ACR associated with
a part 141 pilot school, or with a CFI. The Civil Aviation Registry
will send a plastic student pilot certificate to the applicant after
successful completion of security vetting by TSA. Receipt of a student
pilot certificate is required prior to exercising the privileges of a
student pilot certificate (i.e., prior to solo flight). Finally,
because the student pilot certificate will be plastic, flight
instructors will endorse only students' logbooks instead of their
certificates and logbooks. After April 1, 2016, CFIs no longer must
endorse a student pilot certificate regardless of certificate media.
Thus, all endorsements for student pilots will be placed in the
logbook. The validity period of a CFI's endorsement for a student pilot
will remain unchanged at 90 days.
[[Page 1297]]
Student pilots who have been issued a paper student pilot
certificate or combination medical certificate and student pilot
certificate may continue to use their paper certificate. These
currently-issued student pilot certificates will expire according to
the requirements of Sec. 61.19(b).\11\ Holders of a paper student
pilot certificate (FAA form 8710-2 or FAA Form 8420-2 Medical
Certificate and Student Pilot Certificate) may request from the Civil
Aviation Registry a replacement (plastic) student pilot certificate
that does not expire for a $2 fee, which is the current charge for a
replacement.
---------------------------------------------------------------------------
\11\ Regardless of whether the student pilot is issued a student
pilot certificate or combination medical certificate and student
pilot certificate, the student pilot certificate expires under a
calculation from the medical certificate examination date according
to the requirements of Sec. 61.19(b), which is either 24 or 60
calendar months from the date of the medical examination, depending
on the age of the pilot.
---------------------------------------------------------------------------
IV. Discussion of Public Comments and Final Rule
A. Photo on Pilot Certificates
In the NPRM, the FAA proposed to include a photo of the individual
pilot on all pilot certificates to comply with section 4022 of IRTPA.
A total of 382 comments specifically addressed the issue of adding
a photo to pilot certificates. Of these commenters, only 47 commenters
supported the idea. Most of the supportive commenters stated that the
proposal would ensure the certificate holder is who he or she claims to
be and make certificates more difficult to forge. A few believed the
addition of a photo would make the pilot certificate appear more
``professional.'' The remainder expressed support for adding a photo
without providing a reason. NAFI and NATA were among the supporters of
adding a photo to the pilot certificate, but they expressed concern
over some of the other proposals in the NPRM and suggested some
changes. An additional four commenters, including EAA, supported the
idea of a photo on the pilot certificate only if compliance was
voluntary. Three commenters suggested also adding a photo to other
certificates, such as mechanic and repairman certificates.
A total of 335 commenters, including USPA, opposed the proposal to
add a photo to the pilot certificate. Most of these commenters stated
the current requirement to carry a form of government-issued photo
identification in addition to the pilot certificate was simple,
adequate, and should be continued. Many claimed the proposal would do
nothing to increase security or safety, because certificates could
still be forged, and a determined terrorist would not be deterred.
Others stated that a photo on a certificate would not increase security
because pilots were seldom, if ever, asked to present a pilot
certificate before flying. Additionally, 10 commenters, including SAFE,
NAFI, and AOPA, stated that the proposal would not effectively increase
security or meet the requirements of IRTPA because the certificate
would lack a biometric other than a photo.
Thirty-one commenters proposed exemptions for certain categories of
non-student pilots, such as flight instructors, sport pilots, and any
already-certificated pilots. These commenters included SAFE, NAFI, HAI,
and AOPA, who all called for exempting flight instructor certificates
because those certificates must be renewed every 2 years. The
commenters also stated that requiring instructors to pay the proposed
certificate renewal fee more frequently than other pilots would impose
an unfair burden on this pilot population. Additionally, because flight
instructor certificates are not valid without an underlying pilot
certificate, these organizations believed requiring a photo on the
flight instructor certificates would be redundant. ALPA requested an
exemption for part 121 and 135 pilots, stating that extensive
background checks and TSA-issued credentials mean these pilots are less
of a security threat than other pilots.
Eleven commenters, including SAFE, supported pilot certificates
with photo only if the new certificate provided additional benefits,
such as allowing access through TSA checkpoints or replacing airport-
specific badges. Many of these commenters stated that pilots would be
unwilling to pay a fee for the certificate with photo unless they saw a
substantial personal benefit, such as allowing unescorted access to
airports or faster checkpoint clearance. SAFE commented that if the FAA
were to modify the pilot certificate in a manner that would be
compliant with TSA security requirements, such as adding ``smart card''
or biometric features, the pilot certificate might be able to replace
the airport-specific badges pilots currently must carry. Carrying one
card instead of several would reduce the burden on pilots.
As discussed earlier, sections 321 and 122 of Public Law 112-95,
which was enacted while this rulemaking was pending, supersedes section
4022 of IRTPA. Accordingly, the FAA withdraws the proposals to include
a photo of the pilot on the pilot certificate and the proposed $22
pilot certificate fee. The FAA has initiated other rulemakings to
address sections 321 and 122.
B. Application Process for Pilot Certificates With Photo Other Than
Student Pilot Certificates
Currently, pilots must appear in person in order to upgrade a
certificate or to add a rating. Additionally, a pilot who wants to
change any vital information on the certificate must also appear in
person. The FAA requires pilots to appear in person before an FAA ASI,
AST, or an approved designee in these instances because they involve
identity verification; an examination of skills or knowledge;
verification of records; or a combination of these requirements. If a
pilot certificate is lost or destroyed, the pilot may apply for a
replacement online or by mail under current rules.
In the NPRM, the FAA proposed that pilots must appear in person for
the purpose of identity verification in the following circumstances:
when applying for a non-student pilot certificate with photo for the
first time; when changing vital information on the certificate (such as
name, date of birth, citizenship, or gender); and when upgrading a
certificate or adding a rating. For these in-person applications, the
FAA proposed that a pilot must appear at a FSDO or an FAA designee.
Applicants would also need to provide a photo as part of the
application process. For a replacement of a lost or destroyed pilot
certificate, a pilot could submit an application in person, through the
mail, or online.
Two commenters stated that the proposed non-student pilot
certificate application process was adequate and would not impose a
burden on pilots. Twenty-seven commenters stated that the proposed
application process was too burdensome for pilots. They claimed that
the hours of operation for FSDOs are inconvenient for most people, and
that scheduling an appointment is difficult. They also asserted that
many pilots live far away from FSDOs or FAA designees. Commenters
contended the travel distance, fuel costs, time away from work, and
possible hotel room costs incurred while traveling to a FSDO or
approved FAA designee would put a financial strain on pilots.
Additionally, commenters claimed that allowing DPEs to charge an
unspecified fee for accepting applications would further increase the
financial cost to pilots. Other commenters noted the difficulty of
finding an FAA designee in foreign countries.
Sixty-eight commenters suggested improvements to the proposed
application process. Of these
[[Page 1298]]
commenters, 23 suggested using State Department of Motor Vehicle (DMV)
offices in some way, since those offices have experience producing
identifications with photos and most pilots already use DMVs to obtain
driver's licenses. For instance, commenters suggested the FAA could
designate DMVs as portals for accepting pilot certificate applications,
or even authorize DMVs to issue pilot certificates. Some believed the
FAA should access DMVs' databases and use those photos on pilot
certificates, thus eliminating the need for pilots to provide an
additional photo for their pilot certificates.
The second most common suggestion was for the FAA to make the pilot
certificate application process web-based. Twenty commenters stated
that it would be more convenient and less costly for pilots to submit
applications and photos through a web-based system, such as the FAA's
Integrated Airman Certification and/or Rating Application (IACRA). They
said that submitting applications online would save time for pilots,
especially those pilots living in rural areas. Some commenters stated
that even if the FAA still required in-person application submissions
in some instances, electronic submissions would at least be easier for
the FSDO or FAA designee to handle than paper submissions. Electronic
submissions would also reach the FAA faster than paper submissions,
reducing delays in processing applications and issuing certificates.
SAFE, NAFI, and HAI supported this idea.
Sixteen commenters suggested the FAA authorize the U.S. Postal
Service to accept pilot certificate applications and photos and to
verify the identity of the applicant, similar to the way many post
offices accept passport applications. The commenters noted that most
pilots live closer to a post office than to a FSDO or pilot school. The
commenters also noted the hours of operation for post offices are often
more convenient.
Another suggestion from seven commenters was to work in conjunction
with the U.S. State Department because of its experience issuing
passports with photos. These commenters stated that pilots who already
have U.S. passports could save time and money if the FAA had a method
of accessing the passport photo database and adding those photos to
pilot certificates. Since the FAA's proposal for photo requirements is
identical to the requirements for passport photos, the commenters
believed the photos in the passport database should be adequate for use
on pilot certificates.
Several commenters suggested increasing the types of persons the
FAA could use as designees to accept applications and verify
identities. Among the persons suggested as additional FAA designees
were ACRs, flight instructors, and carrier personnel such as check
airmen and directors of training and operations. The commenters
believed that authorizing more persons to accept applications and
verify identities would make the application process more convenient
for pilots.
Finally, a few commenters, including EAA, suggested that the FAA
accept pilot certificate applications and photos at major aviation
events such as AirVenture Oshkosh and Sun `n Fun. They stated that
since the FAA usually sends representatives to such events, it would be
logical to allow those representatives to accept applications and
photos and verify identities. It would also be convenient for pilots
who live far from a FSDO or other designated portal, but who regularly
attend these events.
As stated earlier, the FAA withdraws the proposal to issue pilot
certificates with a photo. The FAA will consider the additional
suggestions as it develops an NPRM for Pilot Certificate with
Photograph and Biometric Information (RIN 2120-AK33).
C. Requiring Student Pilots To Obtain a Plastic Pilot Certificate
Under current regulations, student pilots hold paper certificates.
Paper student pilot certificates are valid for either 24 or 60 calendar
months, depending on the age of the student pilot at the time of
issuance.
In the NPRM, the FAA proposed to treat student pilots like other
pilots and require them to obtain a plastic student pilot certificate
with a photo. The FAA proposed that the new student pilot certificate
would not have an expiration date. However, the student pilot would
have to renew the photo every 8 years in order to continue exercising
the privileges of the student pilot certificate. The FAA proposed that
only the FAA Civil Aviation Registry would issue pilot certificates
with a photo. DPEs and AMEs would no longer issue student pilot
certificates. DPEs, however, would be able to accept applications for
student pilot certificates with photo. Additionally, the FAA proposed
that because new student pilot certificates would be plastic, flight
instructors would endorse only student pilot logbooks instead of
student pilot certificates and logbooks.
This final rule will require persons to apply for a student pilot
certificate at a FSDO, through a DPE, with an ACR associated with a
part 141 pilot school, or with a CFI. The applicant must receive a
plastic student pilot certificate from the Civil Aviation Registry
prior to exercising the privileges of a student pilot certificate
(i.e., conducting a solo flight). However, the FAA will allow current
student pilot certificate holders to continue exercising privileges of
their student pilot certificate until the certificate expires according
to Sec. 61.19(b). In other words, this final rule does not require the
holder of a paper student pilot certificate to surrender that
certificate and replace it with a plastic student pilot certificate.
Student pilot applicants will no longer be able to obtain paper student
pilot certificates at the time of application. This final rule
eliminates the need for FAA Form 8710-2, the Student Pilot Certificate.
As discussed earlier, the FAA withdraws the portion of this proposal
related to including a photo of the pilot on the pilot certificate, as
well as the requirement that the photo be renewed every 8 years.
Numerous commenters questioned the proposed application process for
a student pilot certificate, as discussed earlier with respect to all
pilot certificates. An individual commenter suggested that CFIs could
verify a student pilot applicant's photograph identification and enter
the data into IACRA for transmittal to the Civil Aviation Registry.
Permitting CFIs to accept applications for student pilot certificates
would reduce the burden on applicants.
In light of the comments, and because of the narrower scope of this
final rule, the FAA has reconsidered who may accept an application.
As proposed, AMEs will not issue a combination medical certificate
and student pilot certificate at the time of a medical examination nor
accept an application for a student pilot certificate. Accordingly,
Sec. 183.21 is amended to remove the privilege for AMEs to issue
student pilot certificates.
Though not proposed, the FAA has concluded that permitting CFIs to
accept a student pilot application significantly reduces the travel
burden associated with a student pilot certificate application. A
person applying for a student pilot certificate would engage and visit
a CFI to conduct flight training, and an applicant could complete the
application during any flight training session. Additionally, TSA
regulations currently require CFIs to verify a student pilot's identity
under 49 CFR 1552.3(h)(1). That section
[[Page 1299]]
requires a flight school \12\ to endorse a pilot logbook verifying that
the student is a U.S. citizen and presented identification prior to
flight training, which likely would be the same time that a person
would apply for a student pilot certificate. Accordingly, the
privileges of a CFI under Sec. Sec. 61.193 and 61.413 have been
amended by this final rule to allow CFIs to accept a student pilot
application, verify the applicant meets the eligibility requirements in
Sec. 61.83, and verify the applicant's identity in accordance with TSA
security vetting requirements as described in Appendix 2 of Advisory
Circular 61-65, Certification: Pilots and Flight and Ground
Instructors. CFIs will not be able to issue a student pilot certificate
and will follow the application acceptance process as discussed in the
following paragraphs.
---------------------------------------------------------------------------
\12\ TSA defines a flight school as any pilot school, flight
training center, air carrier training facility, or flight instructor
certificated under 14 CFR parts 61, 121, 135, 141, or 142. 49 CFR
1552.1(b).
---------------------------------------------------------------------------
Additionally, an ASI or AST at a FSDO, a DPE, or an ACR associated
with a part 141 pilot school will continue to be able to accept an
application and verify the applicant's identity, but they will not be
able to issue a student pilot certificate. These individuals, along
with CFIs, are referred to collectively as authorized individuals for
the purposes of application acceptance in this discussion.
The FAA is withdrawing the proposal to permit KTCs to accept an
application due to potential added costs to equip and train KTC
personnel and also because KTC personnel currently are not authorized
to accept an application for an airman certificate. Withdrawing the
portion of the NPRM that requires all pilots to obtain a pilot
certificate with a photo significantly reduces the number of
individuals affected by this final rule. The reduced number of affected
applicants does not justify the resources necessary to designate and
train KTCs on accepting applications. Furthermore, by permitting CFIs
to accept an application for a student pilot certificate, applicants
will have no additional travel burden associated with their student
pilot certificate application because they already will interact with a
CFI for flight training.
The FAA expects that all authorized individuals will utilize IACRA
for the purpose of accepting a student pilot application. IACRA is a
Web-based certification/rating application that guides the user through
the FAA's application process. The FAA notes that IACRA currently may
be used to submit a student pilot application and therefore will not
require substantial modifications to the Web-based application system.
However, IACRA will be modified so a student pilot certificate will not
be issued at the time of application.
A person who meets the eligibility requirements of a student pilot
certificate may register as an applicant through IACRA which stores FAA
form 8710-1 electronically until an authorized individual accesses the
form. FAA form 8710-1 may be accessed by an authorized individual by
searching for the person's unique FAA tracking number (FTN) assigned by
an FAA internal system after the person has completed the required
items on the student pilot application form. The authorized individual
will verify that the applicant meets the regulatory eligibility
requirements, and that the application has been completed properly.
Additionally, the authorized individual will verify the applicant's
identity in accordance with TSA security vetting requirements as
described in Appendix 2 of Advisory Circular 61-65 and input the
identification data into IACRA when prompted. Once the authorized
individual has completed the application through IACRA, it will be
transmitted electronically to the Civil Aviation Registry for
processing.
All authorized individuals will have the ability to accept a
student pilot application in paper format to ensure all applicants have
uninterrupted ability to apply for an FAA student pilot certificate.
The same information captured on the paper FAA form 8710-1 is captured
within IACRA. However, once the authorized individual verifies that the
application is complete in accordance with the form's instructions and
FAA Order 8900.1, the Flight Standards Information Management System,
the individual will send the student pilot application to the Civil
Aviation Registry via first-class mail. The FAA notes that the
submittal of a paper FAA form 8710-1 may delay the issuance of a
student pilot certificate because of mailing time. While an authorized
individual has the ability to accept a paper FAA form 8710-1, the FAA
anticipates that a majority of these applications will be submitted via
IACRA.
Once a student pilot application is received, the Civil Aviation
Registry will verify compliance and the accuracy of the application and
provide the applicant's information to TSA for security vetting prior
to certificate issuance. Under current FAA procedures, the FAA
transmits a student pilot's biographic information for security vetting
to TSA after certificate issuance. However, under this final rule, the
Civil Aviation Registry will issue the student pilot certificate only
after receiving a successful response from TSA. The Civil Aviation
Registry will mail the student pilot certificate via U.S. Postal
Service to the address listed on the application. All pilots will
continue to be vetted perpetually thereafter.
Of the 65 commenters that addressed the proposal to require student
pilots to obtain a plastic student pilot certificate with a photo, only
two supported the proposal. They believed that students should be
treated like any other pilot. One additional commenter stated that
issuing student pilot certificates that do not expire would be an
improvement over the current student pilot certificates that are only
valid for 24 or 60 months, but the commenter did not address any other
aspects of the student pilot certificate proposal.
Forty-nine commenters believed student pilots should be exempt from
the requirement to have a plastic certificate with a photo. Most of
these commenters, including HAI, AOPA, NATA, EAA, NAFI, and SAFE,
expressed the belief that the projected 6 to 8 week delay, as stated in
the NPRM, in waiting for a plastic certificate with a photo would be a
serious burden for student pilots, who could not fly solo without the
certificate. Commenters believed that the wait time might discourage
students from completing their training or from even starting training.
The result, these commenters claimed, would be a negative impact on
flight schools and flight instructors. Additionally, some commenters
stated that since students are under the guidance and supervision of a
flight instructor, they pose less of a security risk and should be
exempt from the proposed requirements.
The FAA will take steps to expedite student pilot applications in
order for students to receive their student pilot certificates so they
may exercise the privileges of the certificate as soon as feasible. The
FAA estimates that the turnaround time for student pilot certificates
can be reduced to an average of 3 weeks or less, provided that initial
security vetting by TSA indicates that the applicant is eligible for
the certificate. If an applicant is deemed ineligible by TSA on
security grounds, he or she will be able to seek redress through TSA's
administrative procedures.
Thirteen commenters suggested that if students must obtain a
plastic certificate with a photo, they should immediately receive a
temporary paper certificate (with or without a photo) that would
[[Page 1300]]
allow them to fly solo while waiting to receive the plastic certificate
with photo. Organizations that proposed a temporary student pilot
certificate included SAFE, NAFI, and AOPA; although all three believed
students should ideally be exempted from the requirement to hold a
certificate with a photo.
IRTPA required that security vetting of all individuals, including
pilots, must be successfully completed by TSA before the FAA issues a
certificate. Therefore, applicants for student pilot certificates must
be vetted to receive their certificates and operate an aircraft as
pilot in command.
Seventeen commenters specifically addressed the proposal to remove
AMEs from the student pilot certification process, including NATA, EAA,
and SAFE. All 17 opposed the proposal. EAA and other commenters
indicated that not allowing AMEs to issue student pilot certificates
would create additional burdens for students, who would have to make a
trip to another location for their certificate. NATA asked that the FAA
continue the issuance and use policies and procedures already in place
for paper student pilot certificates. Some, including SAFE, suggested
that AMEs should at least be able to accept student pilot applications
and photos. Others disagreed with the FAA's assertion that requiring
AMEs to verify a student's identity would be a burden on the AME. They
noted that AMEs already must verify an applicant's identity in order to
assure the students they are examining are who they claim to be.
To address the IRTPA mandates, the FAA's Civil Aviation Registry
will issue plastic, tamper-resistant student pilot certificates
following successful security vetting of the applicant. AMEs are
required, under Sec. 67.4, to verify the identity of an applicant for
a medical certificate; however, they are not required to have the
capability to produce plastic, tamper-resistant certificates, nor do
they have the authority to make security vetting determinations about
applicants. The FAA considered allowing student pilot applicants to
continue to make application with an AME to maintain convenience for
student pilot applicants. Ultimately the Agency determined that AMEs,
who are physicians, should focus on the medical qualifications of an
applicant rather than on airman certification activities that are
within the expertise of other FAA designees.
In addition, the advent of IACRA, an online application system that
replaces paper-based systems, has significantly increased FAA data
safeguarding, maintenance, and safety oversight responsibilities. The
current combination student pilot and medical certificate, issued by
AMEs, dates from the paper-based era and does not take advantage of
technological advances that have improved the airman certification
process. Integrating the data collected by an AME into the centralized
Civil Aviation Registry system presents significant technological and
administrative challenges. By necessity for privacy reasons, the IACRA
system and the medical certification systems must be kept separate. The
FAA's recordkeeping and personal identity information protection would
be compromised if the FAA's medical application and airman application
databases were fully integrated. Currently, IACRA does not have a role
developed to allow AMEs to utilize the system to process a student
pilot application, and creation of such a role would require training
and oversight by a different FAA line of business than that which
typically supports AMEs. This duplication of oversight and use of
multiple systems by AMEs would not only increase the likelihood of
errors but also would reverse the FAA's efforts to decrease duplication
and redundancy. Accordingly, the FAA has determined that data is better
safeguarded by keeping medical and operational certification processes
and oversight separate and distinct. Doing so necessitates separate
medical and operational electronic portals to remove any possibility of
data spillage. Keeping the processes and oversight separate also allows
medical certification and airman certification personnel and designees
to focus on the duties within their respective areas of expertise, thus
improving regulatory compliance and the overall user experience.
In addition, given the statutory requirement to complete security
vetting before issuing a certificate, the AME process of issuing
student pilot certificates is no longer viable. In this regard, the FAA
realized that it would not be efficient to continue to issue two
separate types of student pilot certificates. The most efficient option
is to dedicate centralized Civil Aviation Registry resources to the
certification process. Therefore, the Civil Aviation Registry will
issue a student pilot certificate after successful completion of TSA
security vetting based on a student pilot's application which is made
either at a FSDO, through a DPE, with an ACR associated with a part 141
pilot school, or with a CFI.
This final rule permits CFIs (as well as other operational
designees) to accept student pilot certificate applications to minimize
burdens on those applicants. Streamlining the application process by
expanding the use of CFIs and other operational designees, even though
the Agency is removing AMEs, will maintain applicant portal options and
allow for enhanced FAA oversight capability of the pilot certification
process. In the overwhelming majority of circumstances, a person
seeking to pursue pilot certification will encounter a CFI (or an ACR
at a part 141 pilot school) significantly before that person encounters
an AME. Accordingly, the FAA has determined this final rule reduces the
burden on a student pilot applicant while also streamlining FAA
processes.
Because student pilot certificates now will be issued without an
expiration date, the process for obtaining a replacement certificate if
the certificate is lost or destroyed will be the process under Sec.
61.29 as is currently in place for other pilot certificates. Similarly,
the current replacement fee of $2 under Sec. 187.5 will apply.
Finally, as proposed, the FAA is amending various requirements
concerning endorsements for student pilots. Because the FAA will issue
plastic student pilot certificates, endorsements will be made only in
the student pilot's logbook upon the effective date of this final rule
regardless of whether a paper or plastic pilot certificate had been
issued to the student at the time of issuance. In addition to the
amendments in the NPRM, the FAA is amending Sec. Sec. 61.415 and
61.423 to remove the requirement to endorse the student pilot
certificate.
D. Duration of Photo on Pilot Certificate
The FAA proposed to add an expiration date to the photo on the
pilot certificate. The pilot would need to renew the photo every 8
years in order to continue to exercise the privileges of the
certificate. Requiring pilots to update their photos would ensure that
the photo on the certificate continued to resemble the pilot and to
serve as an adequate proof of identity. The FAA's proposed 8-year photo
duration matches the requirements for drivers licenses set forth in the
Real ID Act of 2005.\13\ While the Real ID Act did not address pilot
certificates, the FAA viewed the 8-year duration as Congress's latest
expression on the appropriate validity for government identification.
---------------------------------------------------------------------------
\13\ Public Law 109-12, 119 Stat. 231 (May 11, 2005).
---------------------------------------------------------------------------
[[Page 1301]]
Of the 49 commenters who specifically mentioned the proposed photo
duration period, 9 believed that 8 years was an acceptable timeframe.
Among these supporters were NAFI and EAA. Five commenters objected to
any photo expiration date, stating that the cost of having to renew the
certificates was unacceptable. One commenter believed the photo should
be updated more frequently than every 8 years, since an individual's
appearance can change dramatically in a few years.
Thirty-four commenters believed the photo should have a 10-year
duration, similar to U.S. passports. They stated that since the 10-year
period was acceptable for an official government and internationally-
recognized identification such as a passport, the same time period
should be adequate for a pilot certificate. They also noted that
increasing the time between required photo renewals would save pilots
money over the course of a lifetime. Finally, some commenters favored a
10-year duration simply because 10 was a round number and easier to
remember than 8 years.
As stated earlier, the FAA withdraws the proposal to issue pilot
certificates with a photo and will consider the issue in a rulemaking
to address the requirements of section 321 of Public Law 112-95.
Accordingly, pilot certificates (including student pilot certificates)
will continue to be issued without an expiration date.
E. Fees for Issuing Pilot Certificates With Photo
The FAA proposed a $22 fee for all new, replacement, upgraded, or
renewed pilot (including student pilot) certificates with photo. The
fee was intended to recover some of the costs of producing the
certificates. While production costs per certificate exceed this
amount, $22 is the maximum amount the FAA was permitted to charge under
49 U.S.C. 45302(b)-(c), which provided the statutory authority for the
NPRM.
Of the 76 commenters that specifically mentioned the proposed $22
fee for a new, replacement, or renewed certificate with photo, 5 stated
that the proposed amount was acceptable.
Of the remaining 71 comments, 38 stated that the proposed fee was
too high but did not suggest what they thought would be an acceptable
amount. Five commenters stated that the certificate should cost ``no
more than a driver's license,'' but again did not provide an amount.
Twenty-two commenters stated that since the pilot certificate with a
photo was a Congressional mandate, there should be no fee. They
contended expenses should be funded from the FAA's budget, from
aviation fuel taxes, or from other fees pilots already pay.
Most commenters opposed to the fee claimed that it would be a
financial burden on pilots in an already stressful economic climate.
Many claimed the fee would decrease the number of people who would
become pilots, and might force many current pilots to quit. Others said
the fee should be rejected because it was just a way for the FAA to
make money. One commenter believed the FAA is prohibited from enacting
a user fee by a restriction placed in the FAA appropriations bill \14\
that prohibits the FAA from promulgating ``new aviation user fees not
specifically authorized by law.'' Two others requested that the FAA
make provisions for low-income pilots.
---------------------------------------------------------------------------
\14\ Public Law 111-117, 123 Stat. 3040 (Dec. 16, 2009).
---------------------------------------------------------------------------
The FAA withdraws the proposal to charge a fee for certificate
issuance. The FAA notes, however, that section 122 of Public Law 112-95
requires the FAA to charge a fee to recover the costs of certain airman
certification and aircraft registration services. The FAA has initiated
a rulemaking (RIN 2120-AK37) to implement that requirement and will
publish an NPRM in the future.
F. Implementation Process
The FAA proposed a ``trigger-based'' and phased implementation
approach for issuing pilot certificates with photo. The ``trigger-
based'' approach would have required any pilot interacting with the FAA
during the implementation period to apply for a pilot certificate with
photo. Such interactions would have included obtaining or renewing
flight instructor certificates, applying for a new pilot certificate or
rating, applying for a student pilot certificate, or changing vital
information (such as name, citizenship, date of birth or gender). The
phased approach would have applied to pilots who do not have a
triggering event during the implementation period. The phased approach
would have consisted of different compliance dates for different
categories of pilots. All pilots, whether affected by the ``trigger-
based'' or phased approach, would have been required to have a pilot
certificate with a photo no later than 5 years after the effective date
of the final rule. These approaches were designed to balance the FAA's
ability to receive and timely process applications for the certificates
while maintaining the existing range of Agency services.
Of the 17 commenters that specifically addressed the proposed
``trigger'' and phased implementation process, 8 stated the proposal
was acceptable as written. They agreed that staggering the
implementation dates for different certificate holders would reduce the
burden on the FAA and may improve application processing times. They
also contended that requiring an upgrade to a photo certificate at a
``triggering'' event, such as adding a rating, would prevent pilots
from waiting until the last minute to apply for their certificates with
photo.
Three commenters suggested using a ``trigger-only'' approach for
pilot applications. They stated that it would reduce the burden on
pilots to allow them to continue flying with their current non-photo
certificates until they met one of the ``triggering'' events.
Otherwise, the pilot may have to make an initial trip to a FSDO to
upgrade to the photo certificate, and then have to make an additional
trip back to the FSDO not long afterwards in order to add a rating,
resulting in an increased burden.
Three commenters suggested the FAA reduce the time pilots have to
comply. They stated that because pilot certificates with a photo would
increase safety and security, it would be better to have all pilots
obtain the certificates as soon as possible. Three additional
commenters, including NAFI, proposed having a single compliance date
for all pilots. Two of these commenters, including NAFI, stated that a
single compliance date would cause less confusion for pilots and would
reduce the chances of a pilot accidentally failing to comply. The third
commenter favored a single compliance date because staggered dates
might give the impression of unequal treatment of one or more pilot
communities.
As stated earlier, the FAA withdraws the requirement to obtain a
pilot certificate with a photo.
G. Regulatory Evaluation
Four commenters, including AOPA, specifically mentioned the
estimated total costs for airmen to comply with the proposal, as
outlined in the Regulatory Evaluation. Each of the commenters disputed
the accuracy of the cost figures and generally were opposed to
expending scarce resources on the proposal given federal deficits and
ongoing cost-cutting measures. One commenter stated that the high cost
associated with the proposal was due to the FAA not considering more
cost-effective and less onerous measures for accomplishing the same
goal. All four commenters believed that the FAA
[[Page 1302]]
should not be pursuing regulations that add to federal spending while
offering few, if any, safety and security benefits.
AOPA commented that the FAA's 20-year cost estimates may be grossly
underestimated, and stated that the actual total present value costs to
airmen would likely be more than the estimated $235.8 million outlined
in the proposal. AOPA also believed that total overall implementation
costs would exceed the estimated $380.1 million, but did not provide
additional input as to how it derived these conclusions. AOPA was
further concerned that the true costs to airmen were uncertain
considering the proposal discussed the possibility that fee increases
may be imposed via the Federal Aviation Reauthorization bill (H.R.
915), then pending before Congress. AOPA believed the proposal equated
to a significant economic impact to airmen and the associated costs far
outweighed any potential benefits.
As stated earlier, the FAA withdraws most proposals in the NPRM.
The FAA has revised the regulatory evaluation consistent with the
adopted changes to student pilot certification. Further, and as stated
earlier, the fees authorized in section 122 of Public Law 112-95 are
being addressed in a separate rulemaking.
H. Miscellaneous Comments
1. Redesigning Pilot Certificate
Twelve commenters suggested that if the FAA planned to add photos
to pilot certificates, other changes should be made to the certificates
at the same time. Most suggestions were offered to improve legibility,
such as increasing the font size; reducing the visual clutter by
removing some less critical information, such as the pilot's address;
and removing the image of the Wright Brothers. Other commenters
suggested making the different levels of certificates (e.g., private
pilot, commercial pilot, and ATP) easily distinguishable, either by
using different background colors or different images.
Additionally, Transport Canada suggested the FAA replace the
traditional pilot certificate with a certificate similar to the
Canadian Aviation Document Booklet (ADB), to allow cross-sharing of
data between Canada and the United States. The ADB resembles a passport
and contains all of a pilot's licenses, permits, and medical
certificates in one document. The licenses, permits, and medical
certificates are issued through the mail as stick-on labels with
security features. Security features include secure ink, bar codes, and
complicated patterns designed to make forgery more difficult. As pilots
add new ratings or licenses or update certificates, they add these
labels to the ADB. The ADB also has a photo of the pilot. While no
additional commenters specifically mentioned the ADB as a potential
model, three commenters did suggest the FAA combine all certificates,
including the medical certificate, into a single document to reduce the
costs to pilots and to reduce the number of certificates a pilot must
carry.
The FAA has determined that these suggestions are outside the scope
of this rulemaking. Any changes to the pilot certificate would need to
be addressed in a separate rulemaking. The FAA notes, however, that
since publication of the NPRM, the FAA has increased the size of the
font for the pilot's name, certificate level or type, and certificate
number.
2. Proposed Sec. 61.3--Requirements for Certificates, Ratings, and
Authorizations
Two commenters believed the proposed language in Sec.
61.3(a)(1)(v) was misleading. The proposed language stated that, ``A
person may not serve as a required crewmember of a civil aircraft of
the United States, unless that person: when operating an aircraft in a
foreign country, has a pilot license issued by that country.'' The
commenters noted that the language could be interpreted as requiring
the pilot to have a license issued by the foreign country. That was not
the FAA's intent. In a separate rulemaking (Certified Flight Instructor
Flight Reviews; Recent Pilot in Command Experience; Airmen Online
Services (RIN 2120-AK23) (78 FR 56822, September 16, 2013; confirmed at
78 FR 66261, November 5, 2013)), the FAA revised the language of Sec.
61.3(a)(1)(v) to state that ``(v) When operating an aircraft within a
foreign country, a pilot license issued by that country may be used.''
V. Regulatory Notices and Analyses
A. Regulatory Evaluation
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 and Executive Order 13563 direct
that each Federal agency shall propose or adopt a regulation only upon
a reasoned determination that the benefits of the intended regulation
justify its costs. Second, the Regulatory Flexibility Act of 1980 (Pub.
L. 96-354) requires agencies to analyze the economic impact of
regulatory changes on small entities. Third, the Trade Agreements Act
(Pub. L. 96-39) prohibits agencies from setting standards that create
unnecessary obstacles to the foreign commerce of the United States. In
developing U.S. standards, this Trade Act requires agencies to consider
international standards and, where appropriate, that they be the basis
of U.S. standards. Fourth, the Unfunded Mandates Reform Act of 1995
(Pub. L. 104-4) requires agencies to prepare a written assessment of
the costs, benefits, and other effects of proposed or final rules that
include a Federal mandate likely to result in the expenditure by State,
local, or tribal governments, in the aggregate, or by the private
sector, of $100 million or more annually (adjusted for inflation with
base year of 1995). This portion of the preamble summarizes the FAA's
analysis of the economic impacts of this final rule. The FAA suggests
readers seeking greater detail read the full regulatory evaluation, a
copy of which has been placed in the docket for this rulemaking.
In conducting these analyses, FAA has determined that this final
rule: (1) Has benefits that justify its costs, (2) is not an
economically ``significant regulatory action'' as defined in section
3(f) of Executive Order 12866, (3) is not ``significant'' as defined in
DOT's Regulatory Policies and Procedures; (4) will not have a
significant economic impact on a substantial number of small entities;
(5) will not create unnecessary obstacles to the foreign commerce of
the United States; and (6) will not impose an unfunded mandate on
State, local, or tribal governments, or on the private sector, by
exceeding the threshold identified above. These analyses are summarized
below.
Total Benefits and Costs of This Rule
This final rule responds to section 4012 of the Intelligence Reform
and Terrorism Prevention Act (IRTPA) by facilitating security vetting
of all student pilot certificate applicants before the FAA issues a
student pilot certificate. The FAA notes that following the direction
of Congress provides a sufficient reasoned determination to justify the
costs. These potential benefits are not quantifiable. The estimated
cost of this final rule over 10 years is shown in the following table:
[[Page 1303]]
Total and Present Value Costs of the Final Rule
[2015-2024]
--------------------------------------------------------------------------------------------------------------------------------------------------------
Total cost Present value
-----------------------------------------------------------------------------------------------
Affected group 7 percent 3 percent
Lower Upper ---------------------------------------------------------------
Lower Upper Lower Upper
--------------------------------------------------------------------------------------------------------------------------------------------------------
(Millions, 2014 $)
--------------------------------------------------------------------------------------------------------------------------------------------------------
Student pilots.......................................... $7.1 $11.0 $5.0 $7.7 $6.1 $9.4
-----------------------------------------------------------------------------------------------
FAA..................................................... $9.8
$7.1
$8.5
Authorized individuals.................................. $0.07
$0.05
$0.06
--------------------------------------------------------------------------------------------------------------------------------------------------------
Total............................................... $17.0 $20.9 $12.2 $14.9 $14.7 $18.0
--------------------------------------------------------------------------------------------------------------------------------------------------------
Who is potentially affected by this Rule?
Student pilots who are applying for a student pilot certificate are
potentially affected by this rule. In the year 2014, there were 120,546
active student pilots.\15\ Of these 120,546 active student pilots,
49,959 \16\ (41.44 percent of the total) certificates were issued in
2014. Original student pilot certificates issued that year comprised
30.83 percent of the total for 2014, while the remaining 10.61 percent
were replacement certificates. Since the total number of active student
pilots is relatively stable over the years, the FAA assumes that an
equal amount of students are leaving the program each year. The FAA
estimates that these percentages will remain constant during the entire
period of this analysis.
---------------------------------------------------------------------------
\15\ FAA U.S. Civil Airmen Statistics, 2014, Table 1, Estimated
Active Airmen Certificates Held, https://www.faa.gov/data_research/aviation_data_statistics/civil_airmen_statistics/.
\16\ FAA U.S. Civil Airmen Statistics, Table 16 and Table 17
minus 1,854 since 1,854 is accounted for in Table 16 (49,261 -
1,854) + 2,552 = 49,959 https://www.faa.gov/data_research/aviation_data_statistics/civil_airmen_statistics/.
---------------------------------------------------------------------------
Cost Assumptions and Primary Sources of Information
All costs are presented in 2014 dollars.
Discount rates--a 7% base case with a 3% sensitivity
analysis rate
Period of analysis--2015 through 2024
A range of $13 to $25.22 is used as the hourly rate of an
airman's time as advised by Department of Transportation (DOT)
guidance.
$23.59 is the hourly rate for a CFI and ACR associated
with a part 141 school.
Numbers of student pilot certificates from the FAA U.S.
Civil Airmen Statistics, 2014
Changes From the NPRM to the Final Rule
This action withdraws the proposal for pilot certificates to
include a photo of the individual pilot. Additionally, this action
withdraws the proposal to implement fees for pilot certificates.
Applicants must apply for a student pilot certificate through a
FSDO, DPE, ACR associated with a part 141 pilot school, or CFI.
Newly issued student pilot certificates will not have an expiration
date.
Comments on the NPRM recommended that FAA not remove the AME from
the student pilot certificate application process because doing so will
increase the financial burden on the student pilot by having him or her
make an additional trip. The FAA has modified who may accept a student
pilot application by withdrawing the KTCs and including CFIs as
authorized individuals. This will reduce the burden on student pilot
applicants since they already travel to CFIs for flight instruction.
These changes resulted in lower cost estimates than those published
in the NPRM.
Benefits of This Rule
This final rule responds to section 4012 of the Intelligence Reform
and Terrorism Prevention Act (IRTPA) by facilitating security vetting
of all student pilot certificate applicants before the FAA issues a
student pilot certificate. As Congress understood the unquantifiable
benefits of section 4012 exceed the costs as discussed next.
Costs of This Rule
The compliance costs have three distinct components and are
estimated over a ten-year period. The first component is the student
pilot applicants' direct and indirect costs valued from $7.1 to $11
million. The second component is the costs incurred by the FAA's Civil
Aviation Registry to process and issue a student pilot certificate for
$9.8 million. TSA will not incur any additional costs as they already
vet student pilots. Under this rule, TSA will conduct the vetting prior
to the issuance of an FAA student pilot certificate. The third
component is for the mailing expenses incurred by the authorized
individual to mail the applications to FAA's Civil Aviation Registry
for about $70,000. Total costs of this final rule are estimated to be
from $17 to $20.9 million over a ten-year period.
Alternatives Considered
The alternative represents a situation in which the FAA would only
allow ACRs associated with part 141 pilot schools, DPEs, and FSDOs to
act as authorized individuals for receiving student pilot certificate
applications. The outcome would be that student pilot applicants who do
not go to a part 141 pilot school for flight instruction would have to
make an additional trip to a DPE or a FSDO to apply for a student pilot
certificate. This would increase the travel costs to the student pilot
applicants. The FAA estimated the cost of this alternative to be from
$19 to $30.6 million ($13.5-$21.8 million using a 7 percent discount
rate and $16.3-$26.3 million using a 3 percent discount rate.), which
is more expensive than the final rule.
B. Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their
[[Page 1304]]
actions to assure that such proposals are given serious
consideration.'' The RFA covers a wide range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
Section 604 of the RFA requires agencies to prepare a final regulatory
flexibility analysis (FRFA) describing the impact of final rules on
small entities. Section 604(a) of the Act specifies the content of the
FRFA.
If an agency determines that a rulemaking will not result in a
significant economic impact on a substantial number of small entities,
the head of the agency may so certify under section 605(b) of the RFA.
The FAA believes that this final rule will not have a significant
economic impact on a substantial number of entities, because student
pilots are not small entities. There were no comments regarding the
economic impact on student pilots received in response to the NPRM.
Therefore, as provided in section 605(b), the head of the FAA certifies
that this rulemaking will not result in a significant economic impact
on a substantial number of small entities.
C. International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal
agencies from establishing standards or engaging in related activities
that create unnecessary obstacles to the foreign commerce of the United
States. Pursuant to these Acts, the establishment of standards is not
considered an unnecessary obstacle to the foreign commerce of the
United States, so long as the standard has a legitimate domestic
objective, such as the protection of safety, and does not operate in a
manner that excludes imports that meet this objective. The statute also
requires consideration of international standards and, where
appropriate, that they be the basis for U.S. standards. The FAA has
assessed the potential effect of this final rule and determined that it
will have only a domestic impact and therefore will not create
unnecessary obstacles to the foreign commerce of the United States.
D. Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(in 1995 dollars) in any one year by State, local, and tribal
governments, in the aggregate, or by the private sector; such a mandate
is deemed to be a ``significant regulatory action.'' The FAA currently
uses an inflation-adjusted value of $155.0 million in lieu of $100
million. This rule does not contain such a mandate; therefore, the
requirements of Title II of the Act do not apply.
E. Paperwork Reduction Act
The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires
that the FAA consider the impact of paperwork and other information
collection burdens imposed on the public. According to the 1995
amendments to the Paperwork Reduction Act (5 CFR 1320.8(b)(2)(vi)), 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.
This final rule will revise an existing information collection. As
required by the Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)),
the FAA has submitted these information collection amendments to OMB
for its review. The Office of Management and Budget approved the
amended information collection requirements under existing OMB Control
Number 2120-0021.
Title: Certification: Pilots and Flight Instructors.
Abstract: 14 CFR part 61 prescribes certification standards for
pilots, flight instructors, and ground instructors. The information
collected is used to determine compliance with applicant eligibility,
via FAA Form 8710-1.
Use of: The Airman certificate and/or Rating Application form and
the required records, logbooks, and statements required by the federal
regulations are submitted to Federal Aviation Administration (FAA)
Flight Standards District Offices or its representatives to determine
qualifications of the applicant for issuance of a pilot or instructor
certificate, or rating or authorization.
Respondents (including number of): The FAA estimates, on average,
there are 38,700 student pilots who will be required to provide
information in accordance with the final rule annually. The respondents
to this information requirement are student pilots regulated under part
61.
Frequency: The FAA estimates certificate holders will have a one-
time information collection, and will then collect or report
information occasionally thereafter.
Annual Burden Estimate: This final rule will result in a ten-year
recordkeeping and reporting burden as follows:
Summary of Time and Costs
The FAA estimates 38,700 applications for new and replacement
student pilot certificates will take 0.5 hours each to complete. The
student airman certification program imposes a 19,350 hours reporting
burden. Equation 1 below provides the basis for 19,350 hours.
(1) 38,700 new applications for original student pilot certificates
x 0.5 hours = 19,350 hours
The estimated annual cost to respondents for the hour burdens
resulting from the collection of information is $251,550. This cost is
determined by estimating the time required for the applicants to
complete and submit FAA Form 8710-1 applications. Even though the FAA
is using the IACRA system, no significant change in time required to
complete and submit this form will occur. Equation 2 below provides the
basis for $251,550 in costs.
(2) 38,700 8710-1 Applications x 0.5 hours x $13 per hour \17\=
$251,550;
---------------------------------------------------------------------------
\17\ The lower rate of $13.00 is based on the Revised
Departmental Guidance on Valuation of Travel Time in Economic
Analysis, Table 4: Recommended Hourly Values of Travel Time Savings
for in-vehicle local travel. This range is used to estimate the
value of personal time forgone by the student pilot to complete an
application form and related tasks. Further, these values have been
grown by 1% for every year past 2014 as advised in DOT Departmental
Guidance. https://www.dot.gov/sites/dot.gov/files/docs/USDOT%20VOT%20Guidance%202014.pdf. https://www.census.gov/hhes/www/income/data/historical/household/.
---------------------------------------------------------------------------
The following table provides the total cost to respondents over ten
years, and includes present and annualized values using a seven and
three percent discount rate.
[[Page 1305]]
Quantified Costs for Issuance of FAA Plastic Certificates
--------------------------------------------------------------------------------------------------------------------------------------------------------
Nominal PV at 7% Annualized at PV at 3% Annualized at
Estimate (millions) (millions) 7% (millions) (millions) 3% (millions)
--------------------------------------------------------------------------------------------------------------------------------------------------------
Total.............................................................. $1.975 $1.39 $0.198 $1.67 $0.195
--------------------------------------------------------------------------------------------------------------------------------------------------------
F. Privacy Impact Assessment
The FAA conducted a privacy impact assessment (PIA) of this rule as
required by section 522(a)(5) of division H of the FY 2005 Omnibus
Appropriations Act, Public Law 108-447, 118 Stat. 3268 (Dec. 8, 2004).
The assessment considers any impacts of the final rule on the privacy
of information in an identifiable form and related matters. The final
rule would impact the handling of personally identifiable information
(PII). The FAA has evaluated the risks and effects the rulemaking might
have on collecting, storing, and sharing PII and has evaluated
protections and alternative information handling processes in
developing the final rule in order to mitigate potential privacy risks.
The risks to the student pilot population are the same as the risks for
other individuals who are required to hold FAA-issued certificates. The
PIA for the following system currently incorporates the student pilot
population: AVS Registry, also known as the Registry Modernization
System (RMS). This PIA is available for review in the docket for this
rulemaking, as well as via https://www.transportation.gov/individuals/privacy/privacy-impact-assessments.
G. International Compatibility and Cooperation
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to conform to
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. The FAA has
reviewed the corresponding ICAO Standards and Recommended Practices and
has identified no differences with these regulations.
H. Environmental Analysis
FAA Order 1050.1F identifies FAA actions that are categorically
excluded from preparation of an environmental assessment or
environmental impact statement under the National Environmental Policy
Act in the absence of extraordinary circumstances. The FAA has
determined this rulemaking action qualifies for the categorical
exclusion identified in paragraph 5-6.6f and involves no extraordinary
circumstances.
VI. Executive Order Determinations
A. Executive Order 12866
See the ``Regulatory Evaluation'' discussion in the ``Regulatory
Notices and Analyses'' section elsewhere in this preamble.
B. Executive Order 13132, Federalism
The FAA has analyzed this final rule under the principles and
criteria of Executive Order 13132, Federalism. The agency determined
that this action will not have a substantial direct effect on the
States, or the relationship between the Federal Government and the
States, or on the distribution of power and responsibilities among the
various levels of government, and, therefore, does not have Federalism
implications.
C. Executive Order 13211, Regulations That Significantly Affect Energy
Supply, Distribution, or Use
The FAA analyzed this final rule under Executive Order 13211,
Actions Concerning Regulations that Significantly Affect Energy Supply,
Distribution, or Use (May 18, 2001). The agency has determined that it
is not a ``significant energy action'' under the executive order and it
is not likely to have a significant adverse effect on the supply,
distribution, or use of energy.
D. Executive Order 13609, Promoting International Regulatory
Cooperation
Executive Order 13609, Promoting International Regulatory
Cooperation, (77 FR 26413, May 4, 2012) promotes international
regulatory cooperation to meet shared challenges involving health,
safety, labor, security, environmental, and other issues and to reduce,
eliminate, or prevent unnecessary differences in regulatory
requirements. The FAA has analyzed this action under the policies and
agency responsibilities of Executive Order 13609, and has determined
that this action would have no effect on international regulatory
cooperation.
VII. How To Obtain Additional Information
A. Rulemaking Documents
An electronic copy of a rulemaking document may be obtained by
using the Internet--
1. Search the Federal eRulemaking Portal (https://www.regulations.gov);
2. Visit the FAA's Regulations and Policies Web page at https://www.faa.gov/regulations_policies/ or
3. Access the Government Publishing Office's Web page at https://www.fdsys.gov.
Copies may also be obtained by sending a request (identified by
notice, amendment, or docket number of this rulemaking) to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue SW., Washington, DC 20591, or by calling (202) 267-9677.
B. Comments Submitted to the Docket
Comments received may be viewed by going to https://www.regulations.gov and following the online instructions to search the
docket number for this action. Anyone is able to search the electronic
form of all comments received into any of the FAA's dockets by the name
of the individual submitting the comment (or signing the comment, if
submitted on behalf of an association, business, labor union, etc.).
C. Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 requires FAA to comply with small entity requests for information
or advice about compliance with statutes and regulations within its
jurisdiction. A small entity with questions regarding this document may
contact its local FAA official, or the person listed under the FOR
FURTHER INFORMATION CONTACT, heading at the beginning of the preamble.
To find out more about SBREFA on the Internet, visit https://www.faa.gov/regulations_policies/rulemaking/sbre_act/.
List of Subjects
14 CFR Part 61
Aircraft, Airmen, Aviation safety, Reporting and recordkeeping
requirements, Security measures.
14 CFR Part 183
Aircraft, Airmen, Reporting and recordkeeping requirements.
[[Page 1306]]
The Amendment
In consideration of the foregoing, the Federal Aviation
Administration amends chapter I of title 14, Code of Federal
Regulations as follows:
PART 61--CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND
INSTRUCTORS
0
1. The authority citation for part 61 is revised to read as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113, 44701-44703, 44707,
44709-44711, 44729, 44903, 45102-45103, 45301-45302.
0
2. Amend Sec. 61.3 by revising paragraph (d)(2)(iv) to read as
follows:
Sec. 61.3 Requirement for certificates, ratings, and authorizations.
* * * * *
(d) * * *
(2) * * *
(iv) Endorse a logbook for solo operating privileges.
* * * * *
0
3. Amend Sec. 61.19 by revising the section heading and paragraphs
(a), (b), and (c) to read as follows:
Sec. 61.19 Duration of pilot and instructor certificates and
privileges.
(a) General. (1) The holder of a certificate with an expiration
date may not, after that date, exercise the privileges of that
certificate.
(2) Except for a certificate issued with an expiration date, a
pilot certificate is valid unless it is surrendered, suspended, or
revoked.
(b) Paper student pilot certificate. A student pilot certificate
issued under this part prior to April 1, 2016 expires:
(1) For student pilots who have not reached their 40th birthday, 60
calendar months after the month of the date of examination shown on the
medical certificate.
(2) For student pilots who have reached their 40th birthday, 24
calendar months after the month of the date of examination shown on the
medical certificate.
(3) For student pilots seeking a glider rating, balloon rating, or
a sport pilot certificate, 60 calendar months after the month of the
date issued, regardless of the person's age.
(c) Pilot certificates. (1) A pilot certificate (including a
student pilot certificate issued after April 1, 2016 issued under this
part is issued without a specific expiration date.
(2) The holder of a pilot certificate issued on the basis of a
foreign pilot license may exercise the privileges of that certificate
only while that person's foreign pilot license is effective.
* * * * *
0
4. Revise Sec. 61.85 to read as follows:
Sec. 61.85 Application.
An applicant for a student pilot certificate:
(a) Must make that application in a form acceptable to the
Administrator; and
(b) Must submit the application to a Flight Standards District
Office, a designated pilot examiner, an airman certification
representative associated with a pilot school, a flight instructor, or
other person authorized by the Administrator.
0
5. Amend Sec. 61.87 by revising paragraphs (n) and (p)(3), removing
paragraph (p)(4), redesignating paragraph (p)(5) as (p)(4), and
revising newly redesignated (p)(4) to read as follows:
Sec. 61.87 Solo requirements for student pilots.
* * * * *
(n) Limitations on student pilots operating an aircraft in solo
flight. A student pilot may not operate an aircraft in solo flight
unless that student pilot has received an endorsement in the student's
logbook for the specific make and model aircraft to be flown by an
authorized instructor who gave the training within the 90 days
preceding the date of the flight.
* * * * *
(p) * * *
(3) Determined the student pilot is proficient in the make and
model of aircraft to be flown; and
(4) Endorsed the student pilot's logbook for the specific make and
model aircraft to be flown, and that endorsement remains current for
solo flight privileges, provided an authorized instructor updates the
student's logbook every 90 days thereafter.
0
6. Amend Sec. 61.93 by revising paragraphs (c)(1) and (c)(2) and
adding paragraph (c)(3) to read as follows:
Sec. 61.93 Solo cross-country flight requirements.
* * * * *
(c) * * *
(1) A student pilot must have a solo cross-country endorsement from
the authorized instructor who conducted the training that is placed in
that person's logbook for the specific category of aircraft to be
flown.
(2) A student pilot must have a solo cross-country endorsement from
an authorized instructor that is placed in that person's logbook for
the specific make and model of aircraft to be flown.
(3) For each cross-country flight, the authorized instructor who
reviews the cross-country planning must make an endorsement in the
person's logbook after reviewing that person's cross-country planning,
as specified in paragraph (d) of this section. The endorsement must--
(i) Specify the make and model of aircraft to be flown;
(ii) State that the student's preflight planning and preparation is
correct and that the student is prepared to make the flight safely
under the known conditions; and
(iii) State that any limitations required by the student's
authorized instructor are met.
* * * * *
0
7. Amend Sec. 61.133 by revising paragraphs (a)(2)(i)(C) and
(a)(2)(ii)(C) to read as follows:
Sec. 61.133 Commercial pilot privileges and limitations.
(a) * * *
(2) * * *
(i) * * *
(C) Endorse a pilot's logbook for solo operating privileges in an
airship;
* * *
(ii) * * *
(C) Endorse a pilot's logbook for solo operating privileges in a
balloon; and
* * * * *
0
8. Amend Sec. 61.189 by revising paragraph (b)(1) to read as follows:
Sec. 61.189 Flight instructor records.
* * * * *
(b) * * *
(1) The name of each person whose logbook that instructor has
endorsed for solo flight privileges, and the date of the endorsement;
and
* * * * *
0
9. Revise Sec. 61.193 to read as follows:
Sec. 61.193 Flight instructor privileges.
(a) A person who holds a flight instructor certificate is
authorized within the limitations of that person's flight instructor
certificate and ratings to train and issue endorsements that are
required for:
(1) A student pilot certificate;
(2) A pilot certificate;
(3) A flight instructor certificate;
(4) A ground instructor certificate;
(5) An aircraft rating;
(6) An instrument rating;
(7) A flight review, operating privilege, or recency of experience
requirement of this part;
(8) A practical test; and
(9) A knowledge test.
(b) A person who holds a flight instructor certificate is
authorized, in a form and manner acceptable to the Administrator, to:
(1) Accept an application for a student pilot certificate;
[[Page 1307]]
(2) Verify the identity of the applicant; and
(3) Verify the applicant meets the eligibility requirements in
Sec. 61.83.
0
10. Amend Sec. 61.195 by revising paragraphs (d)(1) introductory text
and (d)(2) to read as follows:
Sec. 61.195 Flight instructor limitations and qualifications.
* * * * *
(d) * * *
(1) Student pilot's logbook for solo flight privileges, unless that
flight instructor has--
* * *
(2) Student pilot's logbook for a solo cross-country flight, unless
that flight instructor has determined the student's flight preparation,
planning, equipment, and proposed procedures are adequate for the
proposed flight under the existing conditions and within any
limitations listed in the logbook that the instructor considers
necessary for the safety of the flight;
* * * * *
0
11. Revise Sec. 61.413 to read as follows:
Sec. 61.413 What are the privileges of my flight instructor
certificate with a sport pilot rating?
(a) If you hold a flight instructor certificate with a sport pilot
rating, you are authorized, within the limits of your certificate and
rating, to provide training and endorsements that are required for, and
relate to--
(1) A student pilot seeking a sport pilot certificate;
(2) A sport pilot certificate;
(3) A flight instructor certificate with a sport pilot rating;
(4) A powered parachute or weight-shift-control aircraft rating;
(5) Sport pilot privileges;
(6) A flight review or operating privilege for a sport pilot;
(7) A practical test for a sport pilot certificate, a private pilot
certificate with a powered parachute or weight-shift-control aircraft
rating or a flight instructor certificate with a sport pilot rating;
(8) A knowledge test for a sport pilot certificate, a private pilot
certificate with a powered parachute or weight-shift-control aircraft
rating or a flight instructor certificate with a sport pilot rating;
and
(9) A proficiency check for an additional category or class
privilege for a sport pilot certificate or a flight instructor
certificate with a sport pilot rating.
(b) A person who holds a flight instructor certificate with a sport
pilot rating is authorized, in a form and manner acceptable to the
Administrator, to:
(1) Accept an application for a student pilot certificate;
(2) Verify the identity of the applicant; and
(3) Verify the applicant meets the eligibility requirements in
Sec. 61.83.
0
12. Amend Sec. 61.415 by revising paragraphs (d)(1) introductory text,
(d)(2), and (d)(3) introductory text to read as follows:
Sec. 61.415 What are the limits of a flight instructor certificate
with a sport pilot rating?
* * * * *
(d) * * *
(1) Student pilot's logbook for solo flight privileges, unless you
have--
* * *
(2) Student pilot's logbook for a solo cross-country flight, unless
you have determined the student's flight preparation, planning,
equipment, and proposed procedures are adequate for the proposed flight
under the existing conditions and within any limitations listed in the
logbook that you consider necessary for the safety of the flight.
(3) Student pilot's logbook for solo flight in Class B, C, and D
airspace areas, at an airport within Class B, C, or D airspace and to
from, through or on an airport having an operational control tower,
unless you have--
* * * * *
0
13. Amend Sec. 61.423 by revising paragraph (a)(2)(i) to read as
follows:
Sec. 61.423 What are the recordkeeping requirements for a flight
instructor with a sport pilot rating?
(a) * * *
(2) * * *
(i) Each person whose logbook you have endorsed for solo flight
privileges.
* * * * *
PART 183--REPRESENTATIVES OF THE ADMINISTRATOR
0
14. The authority citation for part 183 is revised to read as follows:
Authority: 31 U.S.C. 9701; 49 U.S.C. 106(f), 106(g), 40113,
44702, 45303.
0
15. Amend Sec. 183.21 by revising paragraph (c) and removing and
reserving paragraph (d) to read as follows:
Sec. 183.21 Aviation Medical Examiners.
* * * * *
(c) Issue or deny medical certificates in accordance with part 67
of this chapter, subject to reconsideration by the Federal Air Surgeon
or his or her authorized representatives within the FAA; and
(d) [Reserved.]
* * * * *
Issued in Washington, DC, under the authority of 49 U.S.C.
106(f), 44703, and Section 4022 of Public Law. 108-458 on December
24, 2015.
Michael P. Huerta,
Administrator.
[FR Doc. 2016-00199 Filed 1-11-16; 8:45 am]
BILLING CODE 4910-13-P
