A coalition of aviation trade associations spoke out on behalf of the international maintenance, repair and overhaul market. While the matter at hand was drug and alcohol testing at foreign aviation repair stations, the Aeronautical Repair Station Association says that what is really at stake is international sovereignty, the health of the global aeronautical business community and the safety of the flying public worldwide.
United States administrative law
The FAA published notice of proposed rulemaking 2014-0391 in the Federal Register last week to amend qualifications standards for some flight simulation training devices (FSTDs), specifically those capable of reproducing extended flight envelope and adverse weather event training.
An FAA Advanced Notice of Proposed Rulemaking (ANPRM) is the first stage of a process that could impose drug and alcohol (D&A) testing requirements on aviation maintenance providers around the globe, and the Aeronautical Repair Station Association (ARSA) intends for international stakeholders to have a voice in the matter. Congress mandated that any foreign D&A testing requirement be “consistent with the applicable laws” of the country where the repair station is located.
An NPRM from the Treasury Department on the assessment of federal excise taxes (FET) in the aircraft management industry could be issued as early as August, according to Jorge Castro, a consultant to the National Air Transportation Association. Speaking at the group’s annual Air Charter Summit in Washington, D.C., last week, he told the audience that dialog has heated up between the Internal Revenue Service and FAA regarding regulation of the FET laws.
The FAA has issued an Advanced Notice of Proposed Rulemaking to collect information to draft regulations regarding controlled-substance and alcohol testing of Part 145 repair station employees located outside the U.S. To help in the preparation of comments and to gather information about current industry practices, the Aeronautical Repair Station Association (Arsa) is soliciting input via a survey of potentially affected repair stations.
The FAA published a notice of proposed rulemaking (NPRM) last month to obligate air carriers to provide childcare givers better information about the width of aircraft cabin seats so they can determine which child restraint systems (CRS) will fit properly aboard different aircraft. Under provisions of Part 121, no certificate holder may prohibit a child from using an approved child restraint system when the caregiver purchases a ticket for the child.
Never renowned for its ability to fast-track rulemaking, the FAA might be gunning for a new record.
It has been nearly a decade since the International Civil Aviation Organization (ICAO) introduced an amendment to its aviation rulemaking to require member states to have certified international airports establish a safety management system (SMS). The FAA has said it supports harmonization of international standards and has worked to make U.S. aviation safety regulations consistent with ICAO standards and recommended practices.
The FAA should allow non-military drones access to fly in rural areas now, rather than wait for the agency to complete its broader integration into civil airspace following the rulemaking process, according to the Association of Unmanned Vehicle Systems International (AUVSI). Drones are too valuable to be kept on the ground and the agency is moving too slowly in creating applicable safety regulations, said AUVSI president Michael Toscano.
U.S. Senators Joe Manchin (D-W.Va.) and James Inhofe (R-Okla.) have introduced legislation–S.1941–to require the FAA to follow the established rulemaking process as the agency tries to implement its obstructive sleep apnea screening rule. Sen. Mark Begich (D-Alaska), an original cosponsor of the bill, is a member of the Senate general aviation caucus, along with Manchin and Inhofe.
The comment period for the U.S. Department of Transportation’s notice of proposed rulemaking (NPRM) on charter brokers is now closed. The NPRM stems from NTSB recommendations following the crash of a chartered Bombardier Challenger 601 on Nov. 28, 2004, in Montrose, Colo., which raised the issue of how difficult it can be for charter customers to know the identity of the charter operator when trips are arranged on their behalf.
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