65440 Federal Register / Vol. 77, No. 208 / Friday, October 26, 2012 / Notices 

amount, known as the ‘‘in-quota 

quantity,’’ and a different, higher tariff 

rate, known as the ‘‘over-quota tariff 

rate,’’ to imports of the product in 

excess of that amount.) 

Appendix I of the Agreement 

establishes three tariff-rate quotas for 

imports of sugar from Panama. 

USTR is providing notice that the 

United States, consistent with Note 6(a), 

and (e) of Appendix I, is administering 

two of the duty-free quantities of sugar 

established under the Agreement, the 

sugar and sugar-containing products 

(SCPs) tariff-rate quota and the raw 

sugar tariff-rate quota, through a 

certificate system substantially similar 

to that described in 15 CFR 2011.102(c) 

(2006). 

Consistent with 15 CFR 2011.102(c), 

no sugar that is the product of Panama 

may be permitted entry under the inquota tariff-rate established for imports 

of raw sugar or the in-quota tariff-rate 

established for imports of sugar and 

SCPs from Panama unless at the time of 

entry the person entering such sugar 

presents to the appropriate customs 

official a valid and properly executed 

certificate of quota eligibility for such 

sugar. The Secretary of Agriculture will 

issue such certificates of quota 

eligibility to the Government of Panama. 

These certificates, when duly executed 

and issued by the certifying authority of 

Panama, will authorize entry into the 

United States at the in-quota tariff-rate 

established under the Agreement. 

The Office of Management and Budget 

(OMB) has approved the information 

collection requirements related to 

certificates for quota eligibility in 

accordance with 44 U.S.C. Chapter 25, 

and OMB control number 0551–0014 

has been assigned with corresponding 

clearance effective through October 31, 

2013. 

USTR is also providing notice that the 

United States, consistent with Note 6(h) 

of Appendix I, is administering the 

duty-free quantities of specialty sugar 

established under the Agreement 

through a specialty sugar certificate 

system substantially similar to that 

described in 15 CFR 2011.202(b) (2006). 

Consistent with 15 CFR 2011.202(b), no 

specialty sugar that is the product of 

Panama may be permitted entry under 

the in-quota tariff-rate established for 

imports of specialty sugar from Panama 

unless at the time of entry the person 

entering such sugar presents to the 

appropriate customs official a valid and 

properly executed specialty sugar 

certificate for such sugar. The Secretary 

of Agriculture will issue such specialty 

sugar certificates. These certificates, 

when issued by the Secretary of 

Agriculture, will authorize entry into 

the United States at the in-quota tariffrate established under the Agreement. 

The Office of Management and Budget 

(OMB) has approved the information 

collection requirements related to 

specialty sugar certificates in 

accordance with 44 U.S.C. Chapter 25, 

and OMB control number 0551–0025 

has been assigned with corresponding 

clearance effective through March 31, 

2015. 

Ronald Kirk, 

United States Trade Representative. 

[FR Doc. 2012–26431 Filed 10–25–12; 8:45 am] 

BILLING CODE 3290–F3–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

[Docket No: FAA–2005–22842] 

Notice of Opportunity To Participate, 

Criteria Requirements and Application 

Procedure for Participation in the 

Military Airport Program 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of criteria and 

application procedures for designation 

or redesignation, in the Military Airport 

Program (MAP), for the fiscal year 2013. 

SUMMARY: This notice announces the 

criteria, application procedures, and 

schedule to be applied by the Secretary 

of Transportation in designating or 

redesignating, and funding capital 

development for up to 15 current jointuse or former military airports seeking 

first time designation or redesignation to 

participate in the MAP. 

The MAP allows the Secretary to 

designate current joint-use or former 

military airports to receive grants from 

the Airport Improvement Program (AIP). 

The Secretary is authorized to designate 

an airport (other than an airport 

designated before August 24, 1994) only 

if: 

(1) The airport is a former military 

installation closed or realigned under 

the Title 10 U.S.C. Sec. 2687 

(announcement of closures of large 

Department of Defense installations 

after September 30, 1977), or under 

Section 201 or 2905 of the Defense 

Authorization Amendments and Base 

Closure and Realignment Acts; or 

(2) The airport is a military 

installation with both military and civil 

aircraft operations. 

The Secretary shall consider for 

designation only those current joint or 

former military airports, at least partly 

converted to civilian airports as part of 

the national air transportation system, 

that will reduce delays at airports with 

more than 20,000 hours of annual 

delays in commercial passenger aircraft 

takeoffs and landings, or will enhance 

airport and air traffic control system 

capacity in metropolitan areas, or 

reduce current and projected flight 

delays (49 U.S.C. 47118(c)). 

DATES: Applications must be received 

on or before December 26, 2012. 

ADDRESSES: Submit an original and two 

copies of Standard Form (SF) 424, 

‘‘Application for Federal Assistance,’’ 

prescribed by the Office of Management 

and Budget Circular A–102, available at 

http://www.faa.gov/airports/resources/ 

forms/media/aip_sf424_2010.pdf along 

with all supporting and justifying 

documentation required by this notice. 

Applicant should specifically request to 

be considered for designation or 

redesignation to participate in the fiscal 

year 2013 MAP. Submission should be 

sent to the Regional FAA Airports 

Division or Airports District Office that 

serves the airport. Applicants may find 

the proper office on the FAA Web site 

http://www.faa.gov/airports/ 

news_information/contact_info/ 

regional/ or may contact the office 

below. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Kendall Ball (Kendall.Ball@faa.gov), 

Airports Financial Assistance Division 

(APP–500), Office of Airport Planning 

and Programming, Federal Aviation 

Administration (FAA), 800 

Independence Avenue SW., 

Washington, DC 20591, (202) 267–7436. 

SUPPLEMENTARY INFORMATION: 

General Description of the Program 

The MAP provides capital 

development assistance to civil airport 

sponsors of designated current joint-use 

military airfields or former military 

airports that are included in the FAA’s 

National Plan of Integrated Airport 

Systems (NPIAS). Airports designated to 

the MAP may obtain funds from a setaside (currently four percent) of AIP 

discretionary funds for airport 

development, including certain projects 

not otherwise eligible for AIP assistance. 

These airports are also eligible to 

receive grants from other categories of 

AIP funding. 

Number of Airports 

A maximum of 15 airports per fiscal 

year (FY) may participate in the MAP, 

of which 3 may be general aviation (GA) 

airports. There are 6 slots available for 

designation or redesignation in FY 2013. 

There are no GA slots available in fiscal 

year 2013. 


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Federal Register / Vol. 77, No. 208 / Friday, October 26, 2012 / Notices 65441 

Term of Designation 

The maximum term is five fiscal years 

following designation. The FAA can 

designate airports for a period of less 

than five years. The FAA will evaluate 

the conversion needs of the airport in its 

capital development plan to determine 

the appropriate length of designation. 

Redesignation 

Previously designated airports may 

apply for redesignation of an additional 

term not to exceed five years. Those 

airports must meet current eligibility 

requirements in 49 U.S.C. 47118(a) at 

the beginning of each grant period and 

have MAP eligible projects. The FAA 

will evaluate applications for 

redesignation primarily in terms of 

warranted projects fundable only under 

the MAP as these candidates tend to 

have fewer conversion needs than new 

candidates. The FAA’s goal is to 

graduate MAP airports to regular AIP 

participation by successfully converting 

these airports to civilian airport 

operations. 

Eligible Projects 

In addition to eligible AIP projects, 

MAP can fund fuel farms, utility 

systems, surface automobile parking 

lots, hangars, and air cargo terminals up 

to 50,000 square feet. A designated or 

redesignated military airport can receive 

not more than $7,000,000 each fiscal 

year to construct, improve, and repair 

terminal building facilities. In addition 

a designated or redesignated military 

airports can receive not more than 

$7,000,000 each fiscal year for MAP 

eligible projects that include hangars, 

cargo facilities, fuel farms, automobile 

surface parking, and utility work. 

Designation Considerations 

In making designations of new 

candidate airports, the Secretary of 

Transportation may only designate an 

airport (other than an airport so 

designated before August 24, 1994) if it 

meets the following general 

requirements: 

(1) The airport is a former military 

installation closed or realigned under: 

(A) Section 2687 of Title 10; 

(B) Section 201 of the Defense 

Authorization Amendments and Base 

Closure and Realignment Act (BRAC) 

(10 U.S.C. 2687 note); or 

(C) Section 2905 of the Defense Base 

Closure and Realignment Act of 1990 

(10 U.S.C. 2687 note); or 

(2) The airport is a military 

installation with both military and civil 

aircraft operations; and 

(3) The airport is classified as a 

commercial service or reliever airport in 

the NPIAS. (See 49 U.S.C. 47105(b)(2)). 

Three of the designated airports, if 

included in the NPIAS, may be GA 

airports (‘‘general aviation airport’’ 

means a public airport that is located in 

a State that, as determined by the 

Secretary: (A) does not have scheduled 

service; or (B) has scheduled service 

with less than 2,500 passenger 

boardings each year) that was a former 

military installation closed or realigned 

under BRAC, as amended, or 10 U.S.C. 

2687. (See 49 U.S.C. 47118(g)). A GA 

airport must qualify under (1) above. 

However, as noted under ‘‘Number of 

Airports,’’ there are no GA slots 

available in fiscal year 2013. 

In designating new candidate airports, 

the Secretary shall consider if a grant 

will: 

(1) Reduce delays at an airport with 

more than 20,000 hours of annual 

delays in commercial passenger aircraft 

takeoffs and landings; or 

(2) Enhance airport and air traffic 

control system capacity in a 

metropolitan area or reduce current and 

projected flight delays. 

The application for new designations 

will be evaluated in terms of how the 

proposed projects will contribute to 

reducing delays and/or how the airport 

will enhance air traffic or airport system 

capacity and provide adequate user 

services. 

Project Evaluation 

Recently realigned or closed military 

airports, as well as active military 

airfields with new joint-use agreements, 

have the greatest need of funding to 

convert to, or to incorporate, civil 

airport operations. Newly converted 

airports and new joint-use locations 

frequently have minimal capital 

development resources and will 

therefore receive priority consideration 

for designation and MAP funding. The 

FAA will evaluate the need for eligible 

projects based upon information in the 

candidate airport’s five-year Capital 

Improvement Plan (CIP). 

1. The FAA will evaluate candidate 

airports and/or the airports such 

candidate airports will relieve based on 

the following specific factors: 

• Compatibility of airport roles and 

the ability of the airport to provide an 

adequate airport facility; 

• The capability of the candidate 

airport and its airside and landside 

complex to serve aircraft that otherwise 

must use a congested airport; 

• Landside surface access; 

• Airport operational capability, 

including peak hour and annual 

capacities of the candidate airport; 

• Potential of other metropolitan area 

airports to relieve the congested airport; 

• Ability to satisfy, relieve, or meet 

air cargo demand within the 

metropolitan area; 

• Forecasted aircraft and passenger 

levels, type of commercial service 

anticipated, i.e., scheduled or charter 

commercial service; 

• Type and capacity of aircraft 

projected to serve the airport and level 

of operations at the congested airport 

and the candidate airport; 

• The potential for the candidate 

airport to be served by aircraft or users, 

including the airlines, serving the 

congested airport; 

• Ability to replace an existing 

commercial service or reliever airport 

serving the area; and 

• Any other documentation to 

support the FAA designation of the 

candidate airport. 

2. The FAA will evaluate the extent 

to which development needs funded 

through MAP will make the airport a 

viable civil airport that will enhance 

system capacity or reduce delays. 

Application Procedures and Required 

Documentation 

Airport sponsors applying for 

designation or redesignation must 

complete and submit an SF 424, 

Application for Federal Assistance, and 

provide supporting documentation to 

the appropriate FAA Airports regional 

or district office serving that airport. 

Standard Form 424: 

Sponsors may obtain this fillable form 

at http://www.faa.gov/airports/ 

resources/forms/media/ 

aip_sf424_2010.pdf. 

Applicants should fill this form out 

completely, including the following: 

• Mark Item 1, Type of Submission as 

a ‘‘pre-application’’ and indicate it is for 

‘‘construction’’. 

• Mark item 8, Type of Application as 

‘‘new’’, and in ‘‘other’’, fill in ‘‘Military 

Airport Program’’. 

• Fill in Item 11, Descriptive Title of 

Applicants Project. ‘‘Designation (or 

redesignation) to the Military Airport 

Program’’. 

• In Item 15a, Estimated Funding, 

indicate the total amount of funding 

requested from the MAP during the 

entire term for which you are applying. 

Supporting Documentation 

(A) Identification as a Current or 

Former Military Airport. The 

application must identify the airport as 

either a current or former military 

airport and indicate whether it was: 

(1) Closed or realigned under Section 

201 of the Defense Authorization 

Amendments and Base Closure and 

Realignment Act, and/or Section 2905 of 

the Defense Base Closure and 


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Realignment Act of 1990 (Installations 

Approved for Closure by the Defense 

Base Realignment and Closure 

Commissions), or 

(2) Closed or realigned pursuant to 10 

U.S.C. 2687 as excess property (bases 

announced for closure by Department of 

Defense (DOD) pursuant to this title 

after September 30, 1977 (this is the 

date of announcement for closure)), or 

(3) A military installation with both 

military and civil aircraft operations. A 

general aviation airport applying for the 

MAP may be joint-use but must also 

qualify under (1) or (2) above. 

(B) Qualifications for MAP: 

Submit documents for (1) through (8) 

below: 

(1) Documentation that the airport 

meets the definition of a ‘‘public 

airport’’ as defined in 49 U.S.C. Sec. 

47102(20). 

(2) Documentation indicating the 

required environmental review for civil 

reuse or joint-use of the military airfield 

has been completed. This 

environmental review need not include 

review of the individual projects to be 

funded by the MAP. Rather, the 

documentation should reflect that the 

environmental review necessary to 

convey the property, enter into a longterm lease, or finalize a joint-use 

agreement has been completed. The 

military department conveying or 

leasing the property, or entering into a 

joint-use agreement, has the lead 

responsibility for this environmental 

review. To meet AIP requirements the 

environmental review and approvals 

must indicate that the operator or owner 

of the airport has good title, satisfactory 

to the Secretary, or assures that good 

title will be acquired. 

(3) For a former military airport, 

documentation that the eligible airport 

sponsor holds or will hold satisfactory 

title, a long-term lease in furtherance of 

conveyance of property for airport 

purposes, or a long-term interim lease 

for 25 years or longer to the property on 

which the civil airport is being located. 

Documentation that an application for 

surplus or BRAC airport property has 

been accepted by the Federal 

Government is sufficient to indicate the 

eligible airport sponsor holds or will 

hold satisfactory title or a long-term 

lease. 

(4) For a current military airport, 

documentation that the airport sponsor 

has an existing joint-use agreement with 

the military department having 

jurisdiction over the airport. For all first 

time applicants a copy of the existing 

joint-use agreement must be submitted 

with the application. This is necessary 

so the FAA can legally issue grants to 

the sponsor. Here and in (3) directly 

above, the airport must possess the 

necessary property rights in order to 

accept a grant for its proposed projects 

during FY 2013. 

(5) Documentation that the airport is 

classified as a ‘‘commercial service 

airport’’ or a ‘‘reliever airport’’ as 

defined in 49 U.S.C. 47102(7) and 

47102(22). 

(6) Documentation that the airport 

owner is an eligible airport ‘‘sponsor’’ as 

defined in 49 U.S.C. 47102(24). 

(7) Documentation that the airport has 

an FAA approved airport layout plan 

(ALP) and a five-year capital 

improvement plan (CIP) indicating all 

eligible grant projects proposed to be 

funded either from the MAP or other 

portions of the AIP. 

(8) For commercial service airports a 

business/marketing plan or equivalent 

must be submitted with the application. 

For general aviation airports other 

planning documents may be submitted. 

(C) Evaluation Factors: 

Submit information on the items 

below to assist in our evaluation: 

(1) Information identifying the 

existing and potential levels of visual or 

instrument operations and aeronautical 

activity at the current or former military 

airport and, if applicable, the congested 

airport. Also, if applicable, information 

on how the airport contributes to air 

traffic system or airport system capacity. 

If served by commercial air carriers, the 

revenue passenger and cargo levels 

should be provided. 

(2) A description of the airport’s 

projected civil role and development 

needs for transitioning from use as a 

military airfield to a civil airport. 

Include how development projects 

would serve to reduce delays at an 

airport with more than 20,000 hours of 

annual delays in commercial passenger 

aircraft takeoffs and landings; or 

enhance capacity in a metropolitan area 

or reduce current and projected flight 

delays. 

(3) A description of the existing 

airspace capacity. Describe how 

anticipated new operations would affect 

the surrounding airspace and air traffic 

flow patterns in the metropolitan area in 

or near the airport. Include a discussion 

of whether operations at this airport 

create airspace conflicts that may cause 

congestion or whether air traffic works 

into the flow of other air traffic in the 

area. 

(4) A description of the airport’s fiveyear CIP, including a discussion of 

major projects, their priorities, projected 

schedule for project accomplishment, 

and estimated costs. The CIP must 

specifically identify the safety, capacity, 

and conversion related projects, 

associated costs, and projected five-year 

schedule of project construction, 

including those requested for 

consideration for MAP funding. 

(5) A description of those projects that 

are consistent with the role of the 

airport and effectively contribute to the 

joint-use or conversion of the airfield to 

a civil airport. The projects can be 

related to various improvement 

categories depending on what is needed 

to convert from military to civil airport 

use, to meet required civil airport 

standards, and/or to provide capacity to 

the airport and/or airport system. The 

projects selected (e.g., safety-related, 

conversion-related, and/or capacityrelated), must be identified and fully 

explained based on the airport’s 

planned use. Those projects that may be 

eligible under MAP, if needed for 

conversion or capacity-related purposes, 

must be clearly indicated, and include 

the following information: 

Airside 

• Modification of airport or military 

airfield for safety purposes, including 

airport pavement modifications, 

marking, lighting, strengthening, 

drainage or modifying other structures 

or features in the airport environs to 

meet civil standards for approach, 

departure and other protected airport 

surfaces as described in 14 CFR part 77 

or standards set forth in FAA Advisory 

Circular 150/5300–13. 

• Construction of facilities or support 

facilities such as passenger terminal 

gates, aprons for passenger terminals, 

taxiways to new terminal facilities, 

aircraft parking, and cargo facilities to 

accommodate civil use. 

• Modification of airport or military 

utilities (electrical distribution systems, 

communications lines, water, sewer, 

storm drainage) to meet civil standards. 

Also, modifications that allow utilities 

on the civil airport to operate 

independently, where other portions of 

the base are conveyed to entities other 

than the airport sponsor or retained by 

the Government. 

• Purchase, rehabilitation, or 

modification of airport and airport 

support facilities and equipment, 

including snow removal, aircraft rescue, 

fire fighting buildings and equipment, 

airport security, lighting vaults, and 

reconfiguration or relocation of eligible 

buildings for more efficient civil airport 

operations. 

• Modification of airport or military 

airfield fuel systems and fuel farms to 

accommodate civil aviation use. 

• Acquisition of additional land for 

runway protection zones, other 

approach protection, or airport 

development. 

• Cargo facility requirements. 


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Federal Register / Vol. 77, No. 208 / Friday, October 26, 2012 / Notices 65443 

• Modifications, which will permit 

the airfield to accommodate general 

aviation users. 

Landside 

• Construction of surface parking 

areas and access roads to accommodate 

automobiles in the airport terminal and 

air cargo areas and provide an adequate 

level of access to the airport. 

• Construction or relocation of access 

roads to provide efficient and 

convenient movement of vehicular 

traffic to, on, and from the airport, 

including access to passenger, air cargo, 

fixed base operations, and aircraft 

maintenance areas. 

• Modification or construction of 

facilities such as passenger terminals, 

surface automobile parking lots, 

hangars, air cargo terminal buildings, 

and access roads to cargo facilities to 

accommodate civil use. 

(6) An evaluation of the ability of 

surface transportation facilities (e.g., 

road, rail, high-speed rail, and/or 

maritime) to provide intermodal 

connections. 

(7) A description of the type and level 

of aviation and community interest in 

the civil use of a current or former 

military airport. 

(8) One copy of the FAA-approved 

ALP for each copy of the application. 

The ALP or supporting information 

should clearly show capacity and 

conversion related projects. Other 

information such as project costs, 

schedule, project justification, other 

maps and drawings showing the project 

locations, and any other supporting 

documentation that would make the 

application easier to understand should 

also be included. You may also provide 

photos, which would further describe 

the airport, projects, and otherwise 

clarify certain aspects of this 

application. These maps and ALP’s 

should be cross-referenced with the 

project costs and project descriptions. 

Redesignation of Airports Previously 

Designated and Applying for up to an 

Additional Five Years in the Program 

Airports applying for redesignation to 

the Military Airport Program must 

submit the same information required 

by new candidate airports applying for 

a new designation. On the SF 424, 

Application for Federal Assistance, 

prescribed by the Office of Management 

and Budget Circular A–102, airports 

must indicate their application is for 

redesignation to the MAP. In addition to 

the information required for new 

candidates, airports requesting 

redesignation must also explain: 

(1) Why a redesignation and 

additional MAP eligible project funding 

is needed to accomplish the conversion 

to meet the civil role of the airport and 

the preferred time period for 

redesignation not, to exceed five years; 

(2) Why funding of eligible work 

under other categories of AIP or other 

sources of funding would not 

accomplish the development needs of 

the airport; and 

(3) Why, based on the previously 

funded MAP projects, the projects and/ 

or funding level were insufficient to 

accomplish the airport conversion needs 

and development goals. 

In addition to the information 

requested above, airports applying for 

redesignation must provide a reanalysis 

of their original business/marketing 

plans (for example, a plan previously 

funded by the Office of Economic 

Adjustment or the original Master Plan 

for the airport) and prepare a report. If 

there is not an existing business/ 

marketing plan a business/marketing 

plan or strategy must be developed. The 

report must contain: 

(1) Whether the original business/ 

marketing plan is still appropriate; 

(2) Is the airport continuing to work 

towards the goals established in the 

business/marketing plan; 

(3) Discuss how the MAP projects 

contained in the application contribute 

to the goals of the sponsor and their 

plans; and 

(4) If the business/marketing plan no 

longer applies to the current goals of the 

airport, how has the airport altered the 

business/marketing plan to establish a 

new direction for the facility and how 

do the projects contained in the MAP 

application aid in the completion of the 

new direction and goals and by what 

date does the sponsor anticipate 

graduating from the MAP. 

This notice is issued pursuant to Title 

49 U.S.C. 47118. 

Issued at Washington, DC, on October 3, 

2012. 

Benito DeLeon, 

Director, Office of Airport Planning and 

Programming. 

[FR Doc. 2012–26329 Filed 10–25–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Commercial Space Transportation 

Advisory Committee—Public 

Teleconference 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of Commercial Space 

Transportation Advisory Committee 

Teleconference. 

SUMMARY: Pursuant to Section 10(a)(2) of 

the Federal Advisory Committee Act 

(Pub. L. 92–463, 5 U.S.C. App. 2), notice 

is hereby given of three teleconferences 

of the Systems Working Group of the 

Commercial Space Transportation 

Advisory Committee (COMSTAC). The 

teleconferences will take place on: 

Tuesday November 13, 2012, Tuesday 

December 18, 2012, and Tuesday 

January 15, 2013. All teleconferences 

will begin at 1:00 p.m. Eastern Standard 

Time and will last approximately one 

hour. Individuals who plan to 

participate should contact Paul Eckert, 

Designated Federal Officer (DFO), (the 

Contact Person listed below) by phone 

or email for the teleconference call-in 

number. 

The purpose of these three 

teleconferences is to assist the FAA 

early in its development of regulations 

to protect occupants of commercial 

suborbital and orbital spacecraft. In a 

Federal Register notice dated July 30, 

2012, the FAA announced its desire to 

engage with COMSTAC on a periodic 

basis, approximately once per month, 

on specific topics. The three 

teleconferences announced today are a 

continuation of the three announced in 

July. 

As we noted in the July Federal 

Register notice, the FAA has not yet 

targeted a date for proposing regulations 

to protect the health and safety of crew 

and space flight participants. However, 

the FAA believes that the development 

of sound and appropriate regulations for 

human space flight can only be 

achieved with a deliberate, multi-year 

effort, and that early industry input into 

this regulatory effort before any formal 

proposal by the FAA is critical. 

The topics for the first three 

teleconferences were: (1) What Level of 

Safety Should FAA Target? (2) What 

Should FAA Oversight Look Like? and 

(3) What Types of Requirements and 

Associated Guidance Material Should 

FAA Develop? The topics for three 

follow-on teleconferences are as follows: 

(1) Key Terms and Definitions for 

Commercial Human Space Flight Safety 

Regulations. We would like to discuss 

key terms and definitions relevant to 

commercial human spaceflight 

regulations, and characterize their 

potential impacts to the various parties 

who have a vested interest in the 

industry. Terms that will be discussed 

include: 

a. Abort. 

b. Contingency. 

c. Emergency. 

d. Early Flight Return. 

e. Landing Site. 

(2) Aborts and Abort Systems. Abort 

systems have in the past been an 


emcdonald on DSK67QTVN1PROD with NOTICES