Rule2023-12382
Aviation Maintenance Technician Schools
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
June 13, 2023
Effective
June 13, 2023
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The interim final rule (IFR), "Aviation Maintenance Technician Schools," published on May 24, 2022, and established new regulations for issuing aviation maintenance technician school (AMTS) certificates and associated ratings and the general operating rules for the holders of those certificates and ratings. The IFR was issued pursuant to the Aircraft Certification, Safety, and Accountability Act. In this final rule, the FAA responds to comments to the IFR without making further modifications to the requirements.
Full Text
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<title>Federal Register, Volume 88 Issue 113 (Tuesday, June 13, 2023)</title>
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[Federal Register Volume 88, Number 113 (Tuesday, June 13, 2023)]
[Rules and Regulations]
[Pages 38391-38395]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2023-12382]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 43, 65, and 147
[Docket No.: FAA-2021-0237; Amdt. No. 43-52A, 65-63A, 147-9A]
RIN 2120-AL67
Aviation Maintenance Technician Schools
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: The interim final rule (IFR), ``Aviation Maintenance
Technician Schools,'' published on May 24, 2022, and established new
regulations for issuing aviation maintenance technician school (AMTS)
certificates and associated ratings and the general operating rules for
the holders of those certificates and ratings. The IFR was issued
pursuant to the Aircraft Certification, Safety, and Accountability Act.
In this final rule, the FAA responds to comments to the IFR without
making further modifications to the requirements.
DATES: Effective June 13, 2023.
ADDRESSES: For information on where to obtain copies of rulemaking
documents and other information related to this final rule, see
``Additional Information'' in the SUPPLEMENTARY INFORMATION section of
this document.
FOR FURTHER INFORMATION CONTACT: For technical questions concerning
this action, contact Tanya Glines, Aircraft Maintenance Division,
Federal Aviation Administration, 800 Independence Avenue SW,
Washington, DC 20591; telephone (202) 380-5896; email
<a href="/cdn-cgi/l/email-protection#297d48475048076e4540474c5a694f4848074e465f"><span class="__cf_email__" data-cfemail="3460555a4d551a73585d5a5147745255551a535b42">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
I. 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 FAA's authority.
This rulemaking is issued under the authority described in Title
49, subtitle VII, part A, subpart I, chapter 401, section 40113
(prescribing general authority of the Administrator of the FAA, with
respect to aviation safety duties and powers, to prescribe
regulations); and Subpart III, Chapter 447, Sections 44701 (general
authority of the Administrator to prescribe regulations and minimum
standards in the interest of safety for inspecting, servicing, and
overhauling aircraft, engines, propellers, and appliances, including
for other practices, methods, and procedures necessary for safety in
air commerce); 44702 (authority of the Administrator to issue air
agency certificates); 44703 (authority of the Administrator to issue
airman certificates); 44707 (authority of the Administrator to examine
and rate air agencies, including civilian schools giving instruction in
repairing, altering, and maintaining aircraft, aircraft engines,
propellers, and appliances, on the adequacy of instruction, the
suitability and airworthiness of equipment, and the competency of
instructors); and 44709 (authority of the Administrator to amend,
modify, suspend, and revoke air agency and other FAA-issued
certificates).
This rule is further issued under Section 135 of the Aircraft
Certification, Safety, and Accountability Act in Public Law 116-260,
the Consolidated Appropriations Act of 2021. Section 135, titled
``Promoting Aviation Regulations for Technical Training,'' provides the
requirements and terms of this rule.
II. Background
On December 27, 2020, President Donald Trump signed the
Consolidated Appropriations Act (Pub. L. 116-260) into law, which
includes the Aircraft Certification, Safety, and Accountability Act
(the ``Act''). Section 135 of the Act, titled ``Promoting Aviation
Regulations for Technician Training,'' directed the FAA to issue
interim final regulations to establish requirements for issuing
aviation maintenance technician school (AMTS) certificates and
associated ratings and the general operating rules for the holders of
those certificates and ratings, in accordance with the requirements set
forth within Section 135. In accordance with this direction, the FAA
published an IFR titled ``Aviation Maintenance Technician Schools'' on
May 24, 2022 (``the IFR'').\1\ In the IFR, the FAA replaced the
regulations in part 147, which prescribe the requirements for the
certification and operation of FAA-certificated AMTS, with new
regulations that conform to the Act.
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\1\ Interim Final Rule, Aviation Maintenance Technician Schools,
87 FR 31391 (May 24, 2022).
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Pursuant to the Act, the FAA issued the IFR, including requirements
addressing:
<bullet> When an AMTS certificate is required;
<bullet> Application requirements for AMTS certificates and
associated ratings, additional ratings, and changes to certificates;
<bullet> Operations specifications and their contents;
<bullet> The duration of a certificate or rating issued under part
147;
<bullet> The ratings that an AMTS may obtain under part 147;
<bullet> AMTS facilities, equipment, and material;
<bullet> Training provided at another location;
<bullet> AMTS training and curricula;
<bullet> Instructors;
<bullet> Certificates of completion;
<bullet> Quality control systems;
<bullet> The minimum passage rate each school must maintain;
<bullet> FAA inspections;
<bullet> The display of part 147 certificates; and
<bullet> A student's ability to take the FAA's general written test
prior to satisfying the experience requirements of Sec. 65.77,
provided certain conditions are met.
The FAA also made conforming amendments to parts 43 and 65 to
effectuate the legislation. Specifically, the FAA amended Appendix A to
part 43 to remove a cross-reference to previous Sec. 147.21 referring
to certificates of competency for the affected aircraft. An AMTS that
requests an approval, or an AMTS that currently holds an approval
originally issued
[[Page 38392]]
under previous Sec. 147.21(e), of special courses in the performance
of special inspection and preventive maintenance programs for a primary
category aircraft may issue a certificate of competency as ``another
entity that has a course approved by the Administrator'' in accordance
with new paragraph (c)(30)(i)(2) in Appendix A to part 43.
Additionally, Sec. 65.80 was amended to remove reference to an AMTS's
``approved'' curriculum as it existed prior to the IFR, thereby
allowing AMTS students to continue testing under Sec. 65.80. Finally,
the FAA's implementation of Sec. 147.17 and incorporation by reference
of the Mechanic ACS into part 147 necessitated conforming revisions to
Sec. Sec. 65.23, 65.75, and 65.79.
Section 135 of the Act stated that part 147 as it existed at the
time of the legislation would have no force or effect on or after the
effective date of the IFR. Therefore, as of the effective date of the
IFR, which was September 21, 2022, all AMTSs that were certificated
under prior part 147 were required to comply with part 147 as
established by the IFR. Additionally, the FAA terminated all AMTS-
related exemptions in existence prior to the effective date of the AMTS
IFR since the majority of the grounds for the requested relief were
cured by the IFR.
III. Discussion of Comments and the Final Rule
The FAA received six comments in response to the IFR and one
comment in response to the regulatory impact analysis (RIA).\2\ Six
comments were submitted by individuals. One comment was submitted by
the Middle Georgia State University, Aviation Maintenance and
Structural Technology Department (``Middle Georgia State University'').
Commenters questioned the compliance timeline and how the requirements
should or will be implemented by an individual AMTS. In addition, three
comments fall outside of the scope of the IFR. Because the FAA was
statutorily directed to implement the provisions set forth by the Act,
this final rule retains the requirements published in the IFR without
any further modification. However, the FAA responds to the comments in
the following sections.
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\2\ After the IFR published, the FAA became aware that the
regulatory evaluation (also referred to as the regulatory impact
analysis) for the IFR was not made available at the time the IFR
published. On March 15, 2023, the FAA published a notice in the
Federal Register reopening the comment period on the IFR for 30 days
specifically to receive comments on the RIA (88 FR 15905). The
comment period closed on April 14, 2023.
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a. Effective Date
One individual expressed confusion on the relationship between the
effective date of the IFR and the testing effectivity dates in the
regulations. Specifically, the commenter asked whether the effective
date for written exam requirements is September 2022 or 2023.
The IFR was published on May 24, 2022, and set forth an effective
date of September 21, 2022, to implement the new requirements in the
rule, except for certain testing standards under part 65 that are
effective on August 1, 2023. Specifically, the Mechanic Practical Test
Standards (Mechanic PTS) \3\ is the testing standard until July 31,
2023, pursuant to Sec. Sec. 65.75(a) and 65.79. This means that up
until July 31, 2023, an applicant for a mechanic certificate or rating
will be tested on the areas in the Mechanic PTS for the written, oral,
and practical tests. After July 31, 2023, pursuant to Sec. Sec.
65.75(a) and 65.79, the FAA will use the Aviation Mechanic General,
Airframe, and Powerplant Airman Certification Standards (Mechanic ACS)
\4\ as the standards for conducting mechanic tests. As explained in the
preamble to the IFR, the FAA finds that a one-year delay in using the
Mechanic ACS as the testing standard allows each AMTS to train its
students under the curriculum aligned with the Mechanic ACS, as
required by Sec. 147.17(a)(1), and prepare students to take a
knowledge, practical, and oral test based on such.
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\3\ FAA-S-8081-26B, Aviation Mechanic General, Airframe, and
Powerplant Practical Test Standards dated November 1, 2021;
incorporated by reference in Sec. 65.23.
\4\ FAA-S-ACS-1, Aviation Mechanic General, Airframe, and
Powerplant Airman Certification Standards dated November 1, 2021;
incorporated by reference in Sec. 65.23.
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In sum, the effective dates for the IFR are as follows:
<bullet> September 21, 2022, general IFR effective date;
<bullet> August 1, 2023, the Mechanic ACS becomes the testing
standard for the written test, pursuant to Sec. 65.75(a); and
<bullet> August 1, 2023, the Mechanic ACS becomes the testing
standard for the oral test and practical test, pursuant to Sec. 65.79.
b. Implementation
Middle Georgia State University generally supported the IFR but
expressed concern that the rule did not set forth a provision for
students to finish under the curriculum they started. The institution
described that, within its university system, it generally allows
students a period in which to finish under the academic catalog in
which they started, termed a ``teach out'' period. The institution
stated that it currently has four cohorts of students at various points
in its part 147 curriculum, and the transition to the new regulations
would be less temporally and economically burdensome if there existed a
regulatory ``teach out'' period or an exemption or process to allow
such. Two individual commenters questioned whether students already
within programs would have to retake certain courses or enroll in
additional classes to meet the requirements of the new part 147
curriculum. These commenters recommended that part 147 be amended to
impact only new students entering the program, specifically those
students entering after August 2022. One of the commenters also
inquired whether the FAA 8083 AMT textbooks \5\ would be updated to
parallel the implementation timeline of the IFR.
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\5\ The commenter uses the term ``textbook''; however, the FAA-
H-8083s are properly categorized as handbooks.
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The Act that set forth the new part 147 regulations did not provide
for any type of transition period for AMTSs to implement the new
regulations, including the use of an ACS-based curriculum. In fact, the
Act specifically stated that upon the effective date of the new
regulations, part 147 as in effect on the enactment of the Act would
have no force or effect.\6\ Because the Act did not provide for a
transition period, retroactive training requirements, or exclusion
provisions to account for a curriculum change, the FAA was unable to
provide for a curriculum transition period between the old and new
requirements. Therefore, AMTSs were required to use and maintain a
curriculum aligning with the Mechanic ACS beginning September 21, 2022.
Training previously conducted under the FAA-approved curriculum may
have aligned with the Mechanic ACS and would be considered valid
training that does not have to be retrained by the AMTS or retaken by
the student.
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\6\ See Section 135(a)(2).
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In other words, the prior FAA-approved curriculums were based on
current part 147 appendices A, B, C, and D (Curriculum Requirements,
General Curriculum Subjects, Airframe Curriculum Subjects, Powerplant
Curriculum Subjects, respectively). The curriculum elements in those
appendices were broad, and it is likely that many elements defined in
the ACS were substantively taught by an AMTS via its FAA-approved
curriculum, even if they may not be explicitly defined (e.g., a
curriculum lesson plan may have
[[Page 38393]]
more detailed content information). The specific AMTS is best situated
to know what course content is taught for each subject, whether it does
or does not align with the mechanic ACS, and if additional training is
required.
In sum, the FAA does not have the statutory authority to revise the
IFR to provide for a transition period in this final rule. As discussed
in the IFR,\7\ the exemption process set forth in part 11 of Title 14
of the Code of Federal Regulations (CFR) remains an option for an AMTS
who seeks relief from the requirements of a current regulation.
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\7\ See 87 FR 31394, which explains that the contemplation of
regulatory exemptions in the Act demonstrates that Congress intended
that the FAA retain the authority to issue exemptions from part 147,
as warranted under the Administrator's statutory authority and 14
CFR part 11.
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The FAA continually works to ensure FAA published handbooks
represent accurate and current information and is currently working on
updates to the five maintenance technician handbooks \8\ to align with
the Mechanic ACS. However, the FAA notes that handbooks are not the
primary source for testing standards. Rather, the handbooks are
intended to be a supplemental resource to prepare for FAA certification
tests and improve knowledge.
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\8\ (1) FAA-H-8083-30, Aviation Maintenance Technician
Handbook--General; (2) FAA-H-8083-31, Aviation Maintenance
Technician Handbook--Airframe Volume 1; (3) FAA-H-8083-31, Aviation
Maintenance Technician Handbook--Airframe Volume 2; (4) FAA-H-8083-
32, Aviation Maintenance Technician Handbook--Powerplant Volume 1;
(5) FAA-H-8083-32, Aviation Maintenance Technician Handbook--
Powerplant Volume 2.
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c. Out of Scope Comments
The FAA received three comments to the IFR that are outside the
scope created by the Act.
One commenter suggested three amendments to the IFR. First, the
commenter recommended that AMTS be required to issue a certificate of
completion within a reasonable time after a student completes a program
in order to meet the 60-day window to take the written test. Second,
the commenter stated that the subject areas incorporated by reference
into part 147 (i.e., the subject areas in the Mechanic ACS that an AMTS
must align their curriculum with) can be mastered in half of the
required hours and, therefore, the Airframe and Powerplant hour
requirement should be reduced by 20 percent. Finally, the commenter
recommended that part 147 should encourage remote learning methods.
These recommendations lie outside the scope of this rulemaking, as
the FAA was required to set forth requirements that conformed only to
the Act, resulting in the IFR. The FAA notes that the IFR is not
prescriptive in any of the areas addressed by the commenter and,
therefore, each AMTS has the flexibility to define its policy and
procedures regarding areas such as timeframes for certificate issuance,
curriculum hour requirements, and the use of remote learning methods.
Another commenter questioned the usage of the term ``satisfactory
to the Administrator,'' stating that use of the phrase implies the
regulation is governed by a person instead of the law. The commenter
refers specifically to the phrase set forth in Sec. 65.77(b), stating
that documentary evidence, satisfactory to the Administrator, is
required to demonstrate an applicant has met the applicable experience
requirements.
Title 49 of the United States Code grants the Administrator of the
FAA the authority to conduct investigation to ensure an individual is
qualified for the duties related to the position authorized by an FAA
airman certificate and prescribe regulations and minimum standards in
the interest of safety.\9\ This authority is extrapolated to require
documentary evidence that a person is sufficiently qualified before
being issued an FAA certificate, as is the case in Sec. 65.77. Section
65.77, as referenced by the commenter, actually functions to provide
flexibility to an applicant by declining to restrict documentary
evidence to a degree of specificity. For example, On-the-Job (OJT)
training records, a letter from an employer or A&P mechanic, or a
statement from a Civil Aviation Authority attesting to experience are
regularly accepted by the FAA as evidence of practical experience,
among other documentary evidence.\10\ The FAA recognizes that there are
various ways in which an individual's experience could be documented,
and, therefore, it is unrealistic to require a prescriptive method of
documentation within the regulation.
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\9\ 49 U.S.C. 44703. See also Section I of this preamble.
\10\ FAA Order 8900.1, Volume 5, Chapter 5, Section 2.
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Finally, the FAA received one comment during the re-opening of the
comment period that sought comments on the RIA, specifically. The
comment detailed challenges that non-part 147 certificated technician
schools may face and is considered outside the scope of this
rulemaking.
IV. Regulatory Notices and Analyses
Federal agencies consider impacts of regulatory actions under a
variety of executive orders and other requirements. First, Executive
Order 12866 and Executive Order 13563, as amended by Executive Order
14094 (``Modernizing Regulatory Review''), direct that each Federal
agency shall propose or adopt a regulation only upon a reasoned
determination that the benefits of the intended regulation justify the
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. 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 that
may result in the expenditure by State, local, and tribal governments,
in the aggregate, or by the private sector, of $100,000,000 or more
(adjusted annually for inflation) in any one year. The current
threshold after adjustment for inflation is $177,000,000, using the
most current (2022) Implicit Price Deflator for the Gross Domestic
Product. The FAA has provided a detailed Regulatory Impact Analysis
(RIA) in the docket for this rulemaking that was published with the
IFR. This portion of the preamble summarizes the FAA's analysis of the
economic impacts of this rule.
In conducting these analyses, the FAA has determined that this
rule: will result in benefits that justify costs; is not significant as
defined in section 3(f)(1) of Executive Order 12866; will not have a
significant economic impact on a substantial number of small entities;
will not create unnecessary obstacles to the foreign commerce of the
United States; and will not impose an unfunded mandate on State, local,
or tribal governments, or on the private sector.
A. Regulatory Impact Analysis
This final rule makes no changes to the Regulatory Impact Analysis
(RIA) that was prepared for the IFR. The RIA may be found in the
docket.
B. Regulatory Flexibility Act
The Regulatory Flexibility Act (RFA), in 5 U.S.C. 603, requires an
agency to prepare an initial regulatory flexibility analysis describing
impacts on small entities whenever an agency is required by 5 U.S.C.
553, or any other law, to publish a general notice of proposed
rulemaking for any proposed rule. Similarly, 5 U.S.C. 604 requires an
agency to prepare a final regulatory
[[Page 38394]]
flexibility analysis when an agency issues a final rule under 5 U.S.C.
553, after that section or any other law requires publication of a
general notice of proposed rulemaking. The FAA notes that this final
rule has no additional requirements from the IFR that would add a cost
or a cost savings to small entities. In the IFR, the FAA found good
cause for not publishing a notice of proposed rulemaking. As prior
notice and comment under 5 U.S.C. 553 are not required to be provided
in this situation, the analyses in 5 U.S.C. 603 and 604 are also not
required.
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 has legitimate domestic safety objectives and does
not operate in a manner that excludes imports to meet such objectives.
Therefore, this final rule complies with the Trade Agreements Act.
D. Unfunded Mandates Assessment
The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538)
governs the issuance of Federal regulations that require unfunded
mandates. An unfunded mandate is a regulation that requires a state,
local, or tribal government or the private sector to incur direct costs
without the Federal Government having first provided the funds to pay
those costs. The FAA determined that this final rule will not result in
the expenditure of $177,000,000 or more by State, local, or tribal
governments, in the aggregate, or the private sector, in any one year.
E. Paperwork Reduction Act
The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) (PRA)
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.
The FAA has determined that there are new information collections
associated with this final rule. The new information collections were
described in detail in the IFR.\11\ Approval to collect such
information has been granted by the Office of Management and Budget
(OMB) under the provisions of the PRA and the assigned OMB Control
Number 2120-0040.
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\11\ See 87 FR 31391 at 31412.
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F. 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 (SARP) to the maximum extent practicable. The FAA
has reviewed the corresponding ICAO SARPs and has determined that there
are no ICAO SARPs that correspond to this final rule.
However, the FAA identified a filing is required for an ICAO Annex
1 SARP found in Chapter 4 pertaining to certification of maintenance
technicians that is unrelated to this rulemaking. Therefore, the FAA
has modified an existing difference to reflect that mechanic applicants
are not required to have two years of experience in the inspection,
servicing, and maintenance of aircraft following the completion of an
approved training course to qualify to take the written examination for
a mechanic airframe or powerplant license.
G. 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 5-6.6 and involves no extraordinary
circumstances.
V. Executive Order Determinations
A. 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.
B. Executive Order 13175, Consultation and Coordination With Indian
Tribal Governments
Consistent with Executive Order 13175, Consultation and
Coordination with Indian Tribal Governments,\12\ and FAA Order 1210.20,
American Indian and Alaska Native Tribal Consultation Policy and
Procedures,\13\ the FAA ensures that Federally Recognized Tribes
(Tribes) are given the opportunity to provide meaningful and timely
input regarding proposed Federal actions that have the potential to
have substantial direct effects on one or more Indian tribes, on the
relationship between the Federal government and Indian tribes, or on
the distribution of power and responsibilities between the Federal
government and Indian tribes; or to affect uniquely or significantly
their respective Tribes. At this point, the FAA has not identified any
unique or significant effects, environmental or otherwise, on tribes
resulting from this final rule.
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\12\ 65 FR 67249 (Nov. 6, 2000).
\13\ FAA Order No. 1210.20 (Jan. 28, 2004), available at
<a href="http://www.faa.gov/documentLibrary/media/1210.pdf">www.faa.gov/documentLibrary/media/1210.pdf</a>.
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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, promotes international regulatory cooperation to meet
shared challenges involving health, safety, labor, security,
environmental, and other issues and to reduce, eliminate, or prevent
[[Page 38395]]
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.
VI. Additional Information
A. Electronic Access and Filing
A copy of the NPRM, all comments received, this final rule, and all
background material may be viewed online at <a href="http://www.regulations.gov">www.regulations.gov</a> using
the docket number listed above. A copy of this final rule will be
placed in the docket. Electronic retrieval help and guidelines are
available on the website. It is available 24 hours each day, 365 days
each year. An electronic copy of this document may also be downloaded
from the Office of the Federal Register's website at
<a href="http://www.federalregister.gov">www.federalregister.gov</a> and the Government Publishing Office's website
at <a href="http://www.govinfo.gov">www.govinfo.gov</a>. A copy may also be found at the FAA's Regulations
and Policies website at <a href="http://www.faa.gov/regulations_policies">www.faa.gov/regulations_policies</a>.
Copies may also be obtained by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue SW, Washington, DC 20591, or by calling (202) 267-9677.
Commenters must identify the docket or notice number of this
rulemaking.
All documents the FAA considered in developing this final rule,
including economic analyses and technical reports, may be accessed in
the electronic docket for this rulemaking.
B. Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 requires the 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
<a href="http://www.faa.gov/regulations_policies/rulemaking/sbre_act/">www.faa.gov/regulations_policies/rulemaking/sbre_act/</a>.
Issued under authority provided by 49 U.S.C. 106(f), 44701(a),
and 44703, and Sec. 135 of the Aircraft Certification, Safety, and
Accountability Act within Public Law 116-260, in Washington, DC, on
or about June 7, 2023.
Billy Nolen,
Acting Administrator.
The Amendment
0
Accordingly, the interim rule amending 14 CFR parts 43, 65, and 147,
which was published at 87 FR 31391 on May 24, 2022, is adopted as final
without change.
[FR Doc. 2023-12382 Filed 6-12-23; 8:45 am]
BILLING CODE 4910-13-P
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