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(3) The FAA approved the instrument 

training and instrument tasks performed 

in the device. 

(j) A person may not credit more than 

20 total hours of instrument time in a 

flight simulator, flight training device, 

aviation training device, or combination 

toward the instrument time 

requirements of this section. 

PART 141—PILOT SCHOOLS 

■ 3. The authority citation for part 141 

continues to read as follows: 

Authority: 49 U.S.C. 106(f), 106(g), 40113, 

44701–44703, 44707, 44709, 44711, 45102– 

45103, 45301–45302. 

■ 4. Revise § 141.41 to read as follows: 

§ 141.41 Flight simulators, flight training 

devices, aviation training devices, and 

training aids. 

An applicant for a pilot school 

certificate or a provisional pilot school 

certificate must show that its flight 

simulators, flight training devices, 

aviation training devices, training aids, 

and equipment meet the following 

requirements: 

(a) Flight simulators and flight 

training devices. Each flight simulator 

and flight training device used to obtain 

flight training credit in an approved 

pilot training course curriculum must 

be: 

(1) Qualified under part 60 of this 

chapter; and 

(2) Approved by the Administrator for 

the tasks and maneuvers. 

(b) Aviation training devices. Each 

aviation training device used to obtain 

flight training credit in an approved 

pilot training course curriculum must be 

evaluated, qualified, and approved by 

the Administrator. 

(c) Training aids and equipment. Each 

training aid, including any audiovisual 

aid, projector, mockup, chart, or aircraft 

component listed in the approved 

training course outline, must be 

accurate and relevant to the course for 

which it is used. 

■ 5. Amend Appendix C to part 141 by 

revising paragraph (b) in section 4 to 

read as follows: 

Appendix C to Part 141—Instrument 

Rating Course 

* * * * * 

4. Flight training. * * * 

(b) For the use of flight simulators, flight 

training devices, or aviation training 

devices— 

(1) The course may include training in a 

flight simulator, flight training device, or 

aviation training device, provided it is 

representative of the aircraft for which the 

course is approved, meets the requirements 

of this paragraph, and the training is given 

by an authorized instructor. 

(2) Credit for training in a flight simulator 

that meets the requirements of § 141.41(a) 

cannot exceed 50 percent of the total flight 

training hour requirements of the course or 

of this section, whichever is less. 

(3) Credit for training in a flight training 

device that meets the requirements of 

§ 141.41(a), an aviation training device that 

meets the requirements of § 141.41(b), or a 

combination of these devices cannot exceed 

40 percent of the total flight training hour 

requirements of the course or of this section, 

whichever is less. 

(4) Credit for training in flight simulators, 

flight training devices, and aviation training 

devices if used in combination, cannot 

exceed 50 percent of the total flight training 

hour requirements of the course or of this 

section, whichever is less. However, credit 

for training in a flight training device or 

aviation training device cannot exceed the 

limitation provided for in paragraph (b)(3) of 

this section. 

* * * * * 

Issued in Washington, DC, under the 

authority of 49 U.S.C. 106(f), 44701(a)(5), and 

44703(a), on June 10, 2015. 

Michael J. Zenkovich, 

Acting Director Flight Standards Service. 

[FR Doc. 2015–14836 Filed 6–15–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 91 

[Docket No.: FAA–2015–2147; Notice No. 

15–05] 

RIN 2120–AK51 

Transponder Requirement for Gliders 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Advance Notice of Proposed 

Rulemaking (ANPRM). 

SUMMARY: The FAA requests public 

comment on removal of the current 

transponder exception for gliders. This 

action responds to recommendations 

from members of Congress and the 

National Transportation Safety Board. 

The purpose of this action is to gather 

information to determine whether the 

current glider exception—from 

transponder equipment and use 

requirements—provides the appropriate 

level of safety in the National Airspace 

System. The FAA will use the 

information gathered from this action to 

determine whether additional 

transponder equipment and use 

requirements are necessary for gliders 

operating in the excepted areas. 

DATES: Send comments on or before 

August 17, 2015. 

ADDRESSES: Send comments identified 

by docket number FAA–2015–2147 

using any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30; U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: In accordance with 5 U.S.C. 

553(c), DOT solicits comments from the 

public to better inform its rulemaking 

process. DOT posts these comments, 

without edit, including any personal 

information the commenter provides, to 

www.regulations.gov, as described in 

the system of records notice (DOT/ALL– 

14 FDMS), which can be reviewed at 

www.dot.gov/privacy. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: For 

technical questions concerning this 

action, contact Jon M. Stowe, Airspace 

Regulations Team, AJV–113, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–8783; email jon.m.stowe@faa.gov. 

For legal questions concerning this 

action, contact Anne Moore, Office of 

the Chief Counsel, AGC–220, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–3073; email Anne.Moore@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

See the ‘‘Additional Information’’ 

section for information on how to 

comment on this advance notice of 

proposed rulemaking (ANPRM) and 

how the FAA will handle comments 

received. The ‘‘Additional Information’’ 

section also contains related 

information about the docket, privacy, 


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1Technical Standard Order, TSO–C199: Traffic 

Awareness Beacon System (TABS), October 10, 

2014. 

2The rule states that, with a few exceptions, all 

aircraft must have an operating transponder with 

Mode C (altitude reporting information) in the 

following areas: Class A, Class B, and Class C 

airspace; below 10,000 feet Mean Sea Level (MSL) 

and within 30 nautical miles (nm) of the 36 airports 

listed in Appendix D to part 91 (Mode C Veil); and 

above 10,000 feet MSL, except that airspace that is 

below 2,500 feet Above Ground Level (AGL). 

3The exceptions to the rule allow aircraft that 

were originally certificated without an enginedriven electrical system, balloons, and gliders to be 

operated in the following areas without a 

transponder: Within the 30 nm of the 36 listed 

airports listed in Appendix D to part 91 (Mode C 

Veil) provided they remain outside the Class A, B, 

or C airspace and are below the ceiling of the 

airspace designated for the Class B or C airport, or 

10,000 feet MSL, whichever is lower; Above 10,000 

feet MSL; and in the airspace from the surface to 

10,000 feet MSL within a 10-nautical-mile radius of 

any airport listed in appendix D, excluding the 

airspace below 1,200 feet outside of the lateral 

boundaries of the surface area of the airspace 

designated for that airport. 

4A–08–10 through 13, Safety Recommendations. 

National Transportation Safety Board, Washington, 

DC 20594, March 31, 2008. A copy of this report 

has been placed in the docket. http://www.ntsb.gov/ 

doclib/recletters/2008/a08_10_13.pdf. 

5Copies of the congressional recommendations 

have been placed in the docket. 

and the handling of proprietary or 

confidential business information. In 

addition, there is information on 

obtaining copies of related rulemaking 

documents. 

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. 

This rulemaking is promulgated 

under the authority described in 49 

U.S.C. 40103, which vests the 

Administrator with broad authority to 

prescribe regulations to assign the use of 

airspace necessary to ensure the safety 

of aircraft and the efficient use of 

airspace, and 49 U.S.C. 44701(a)(5), 

which requires the Administrator to 

promulgate regulations and minimum 

standards for other practices, methods, 

and procedures necessary for safety in 

air commerce and national security. 

List of Abbreviations and Acronyms 

Frequently Used in This Document 

ADS–B—Automatic Dependent 

Surveillance—Broadcast 

ANPRM—Advance Notice of Proposed 

Rulemaking 

LASE—Light Aircraft Surveillance 

Equipment 

LPSE—Low Powered Surveillance 

Equipment 

MSL—Mean Sea Level 

NAS—National Airspace System 

NMAC—Near Midair Collision 

NTSB—National Transportation Safety 

Board 

TABS—Traffic Awareness Beacon 

System 

TCAS—Traffic Alert and Collision 

Avoidance System 

TSO—Technical Standard Order 

I. Executive Summary 

The purpose of this advance notice of 

proposed rulemaking (ANPRM) is to 

solicit input from interested persons 

involving glider operations in the 

National Airspace System (NAS). The 

ultimate goal is to ensure safety of flight 

for gliders and other aircraft operating 

in the NAS. The National 

Transportation Safety Board (NTSB) and 

two members of Congress requested 

rulemaking because of a midair collision 

between a glider and a private jet. The 

FAA notes that it is currently 

encouraging the voluntary equipage of 

Traffic Awareness Beacon System 

(TABS) devices on aircraft excepted 

from carrying a transponder, such as 

gliders.1 The FAA is also considering 

the current and future implications of 

Automatic Dependent SurveillanceBroadcast (ADS–B) that may impact this 

potential rule change. 

II. Background 

The FAA is initiating this ANPRM for 

comment from the public regarding the 

removal of the glider exception from the 

transponder equipment and use 

requirements established in 14 CFR 

91.215.2

This section establishes the specific 

technical standards for the transponder 

equipment’s functionality, and defines 

the airspace where transponder 

equipment is required to operate. 

Generally, these areas include specific 

classes of airspace surrounding many 

airports (e.g. Class B and Class C 

airspace), most airspace above 10,000 

ft., and airspace within 30 nautical 

miles (NM) of some of the nation’s 

busiest airports. There are certain types 

of aircraft, including gliders, that are 

excepted from the transponder 

requirement within a portion of these 

areas.3 The FAA is not seeking comment 

on this exception for aircraft other than 

gliders. 

A. National Transportation Safety 

Board (NTSB) Recommendations 

On March 31, 2008, the NTSB 

provided safety recommendations 4 to 

the FAA resulting from an investigation 

following an August 28, 2006, Reno 

midair collision between a Hawker 

800XP airplane, N879QS, and a 

Schleicher ASW27–18 glider, N7729. 

The collision occurred in flight about 42 

NM south-southeast of the Reno/Tahoe 

International Airport (RNO), at an 

altitude of about 16,000 feet (ft.) mean 

sea level (MSL)—an area excepted from 

transponder equipment and use 

requirements for gliders. Although the 

glider was equipped with a transponder, 

the glider pilot had turned off the 

equipment to conserve power. The 

findings of this accident investigation 

address the limitations of the see-andavoid concept in preventing midair 

collisions, and specifically, the benefits 

of transponders in gliders for collision 

avoidance. 

The NTSB recommended that the 

FAA remove the glider exceptions 

pertaining to the transponder equipment 

and use requirements, finding that 

‘‘transponders are critical to alerting 

pilots and controllers to the presence of 

nearby traffic so that collisions can be 

avoided.’’ The FAA agrees with the 

NTSB on the benefits of transponders in 

collision avoidance. 

B. Congressional Actions 

On March 13, 2012, The Honorable 

Harry Reid, United States Senate, wrote 

to the FAA expressing concerns about 

the safety of both gliders and other 

aircraft utilizing the same airspace 

around RNO. Senator Reid requested the 

FAA ‘‘invoke its emergency rulemaking 

procedure to remove the glider 

exemption’’ from § 91.215. Additionally, 

on April 27, 2012, the Honorable Mark 

E. Amodei, United States House of 

Representatives, wrote to the FAA to 

voice similar concerns about the impact 

of gliders on the safety of air traffic 

operations into and out of RNO. 

Congressman Amodei also encouraged 

the FAA to expedite the process to 

remove the glider exception from 

§ 91.215. 

C. FAA Response 

The FAA Administrator responded to 

both Members of Congress on May 18, 

2012, explaining that while the FAA 

had considered emergency rulemaking, 

the FAA decided an ANPRM was an 

opportunity to gather input from the 

glider community.5 In response to both 

the NTSB safety recommendations and 

the congressional requests, the FAA 

analyzed the reports in the Aviation 

Safety and Reporting Subsystem (ASRS) 

database. The NTSB safety 

recommendation cited 60 Near Mid-Air 

Collisions (NMAC) in the ASRS 

database involving air carrier/corporate 

jet traffic and gliders from 1998 to 

August 2007 for all airspace areas. The 


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6This database does not specifically indicate if a 

glider is equipped with a transponder or other 

beacon system. 

7 During the development of the new TSO–C199, 

these systems were referred to as Low Powered 

Surveillance Equipment (LPSE), and Light Aircraft 

Surveillance Equipment (LASE). The current 

acceptable terminology for these systems is Traffic 

Awareness Beacon System (TABS). 

FAA reviewed the ASRS database from 

1988 to October 2014 and found 

approximately 45 reports of NMACs 

involving gliders in or near the excepted 

areas of § 91.215.6

It is important to recognize the 

limitations of air-traffic radar services. 

In some instances, Air Traffic Control 

(ATC) may not be able to issue traffic 

advisories concerning aircraft that are 

not under ATC control and are not 

displayed on radar. Radio waves 

normally travel in a continuous straight 

line. However, they may be ‘‘bent’’ by 

abnormal atmospheric phenomena such 

as temperature inversions, and/or 

screened by high terrain features, 

reflected or attenuated by dense objects 

such as heavy clouds, precipitation, 

ground obstacles, or mountains, etc. 

Many glider operations take place near 

mountains to take advantage of ridge lift 

and mountain waves. As a result, areas 

near mountains where glider pilots 

often operate may have minimal to no 

radar coverage. 

Primary radar energy that strikes 

dense objects is reflected and displayed 

on the controller’s scope. The amount of 

reflective surface of an aircraft 

determines the size of the radar return. 

Therefore, a small light aircraft, like a 

glider, is more difficult to see on 

primary radar than a large commercial 

jet or military bomber. Additionally, 

primary radar uses filters to eliminate 

the display clutter caused by reflections 

from stationary objects (e.g. buildings, 

mountains) and slow-moving vehicles 

(e.g. trucks, cars). Gliders, when not 

moving very fast across the ground, may 

be filtered out as ground clutter and not 

displayed to the controller. 

The use of transponders has been 

important in achieving a higher level of 

safety, particularly in areas where high 

and low speed traffic is intermixed 

under Instrument and Visual Flight 

Rules (IFR and VFR respectively). In 

issuing this ANPRM, the FAA 

understands that glider design and 

electrical power limitations present 

unique challenges for the installation 

and operation of transponders. The FAA 

requests comments on removing the 

transponder use exception for gliders in 

order to improve safety. 

D. Traffic Awareness Beacon System 

(TABS) 

The FAA notes that it is currently 

encouraging the voluntary equipage of 

TABS devices on aircraft excepted from 

carrying a transponder or ADS–B 

equipment, such as gliders, balloons 

and aircraft without electrical systems.7

TABS is described in FAA Technical 

Standard Order (TSO)–C199 and allows 

aircraft equipped with collision 

avoidance and traffic advisory systems 

to track and display the TABS equipped 

aircraft. 

E. Automatic Dependent Surveillance— 

Broadcast (ADS–B) Requirements 

The FAA also acknowledges that the 

exception from certain ADS–B Out 

requirements in § 91.225 is provided to 

gliders in the same manner as they are 

excepted from the transponder 

requirement. This ANPRM also seeks 

comment and information specifically 

on issues relating to the glider exception 

from the current transponder equipment 

and ADS–B requirements and use. 

III. Discussion/Questions Concerning 

Proposal Under Consideration 

The FAA is aware that removing 

established equipment exceptions for 

glider operations could impose 

significant costs on the glider 

community. Therefore, the FAA is 

issuing this ANPRM, rather than a 

Notice of Proposed Rulemaking 

(NPRM), to seek comments from the 

public and industry to aid in the 

development of a proposed rule and the 

analysis of its economic impact. 

The FAA requests comments and 

recommendations on the following 

issues. The sequence in which the 

issues are presented does not reflect any 

specific FAA preference. 

Please refer to the specific question 

number when submitting comments. 

A. TSO–C199, Traffic Awareness 

Beacon System (TABS) 

A TABS device is a low cost compact 

system that allows other aircraft 

equipped with collision avoidance 

systems and traffic advisory systems to 

track and display the TABS aircraft. 

TABS devices are intended for use on 

aircraft that are excepted from carrying 

a transponder or ADS–B equipment, 

such as gliders. TABS are not for use in 

receiving air-traffic control services. The 

intent of TABS is to enable equipped 

aircraft to be more visible to other 

aircraft operating with Traffic Advisory 

System (TAS), Traffic Alert and 

Collision Avoidance System I (TCAS I), 

Traffic Alert and Collision Avoidance 

System II (TCAS II), TCAS II hybrid 

surveillance, and aircraft equipped with 

ADS–B In capability. TABS devices are 

manufactured under a TSO 

authorization with less rigorous 

specifications than transponders 

meeting the requirements of § 91.215. 

The FAA requests comments and 

recommendations on the following 

issues related to proposing the use of 

TABS devices: 

A1. Rather than requiring gliders to 

meet §§ 91.215 and 91.225, should the 

FAA require TABS equipment? Please 

explain your answer. 

A2. Do you have an alternative 

suggestion to increase safety? 

A3. Please provide cost estimates, 

with supporting details or 

documentation, including equipment, 

glider manufacturer, and model: 

A3.1. Provide estimate of total 

equipment cost(s). List all necessary 

components. 

A3.2. Provide estimate of installation 

cost(s). 

A.3.3. Provide estimate of 

maintenance costs (e.g. batteries, 

antenna). 

A4. Do you have, or plan to have, 

TABS installed on your glider? Please 

explain your answer. 

B. Transponder Equipment and Use in 

Gliders 

Section 91.215 describes transponder 

equipment and use requirements for 

aircraft. Under § 91.215, gliders may 

conduct operations without transponder 

equipment within 30 NM of an airport 

listed in appendix D, section 1 of part 

91—provided such operations are 

conducted outside any Class A, Class B, 

or Class C airspace areas, and below the 

altitude of the ceiling of a Class B or 

Class C airspace area designated for an 

airport, or 10,000 feet mean sea level 

(MSL), whichever is lower. Gliders 

operating above 10,000 feet MSL are 

also excepted from the transponder 

requirement. The FAA requests 

comments and recommendations on the 

following issues relating to removing 

the exception for gliders provided in 

§ 91.215: 

B1. Should the FAA remove the glider 

exception from § 91.215 and require 

gliders to comply with the transponder 

equipment and use rules? Please explain 

your answer. 

B2. If the FAA removes the glider 

exception from § 91.215, how would 

safety be affected? 

B3. Please provide cost estimates, 

with supporting details or 

documentation, including equipment, 

glider manufacturer, and model: 

B3.1. Provide estimate of total 

equipment cost(s). List all necessary 

components. 

B3.2. Provide estimate of installation 

cost(s). 


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B.3.3. Provide estimate of 

maintenance costs (e.g. batteries, 

antenna). 

B4. If the FAA requires gliders to be 

equipped with transponders in excepted 

airspace, should they also be subject to 

the ADS–B equipment requirements 

under § 91.225? Please provide 

supporting information. 

C. ADS–B Out Equipment and Use in 

Gliders 

Section 91.225 describes ADS–B Out 

equipment and use requirement for 

aircraft operating after January 1, 2020. 

Under § 91.225(e) certain gliders may 

conduct operations without ADS–B Out, 

within 30 NM of an airport listed in 

appendix D, section 1 of part 91 

provided these operations are 

conducted outside any Class A, Class B, 

or Class C airspace area and below the 

altitude of the ceiling of a Class B or 

Class C airspace area designated for an 

airport, or 10,000 feet MSL, whichever 

is lower. Further exception from the 

ADS–B requirement is provided to 

gliders operating above 10,000 feet MSL. 

The FAA requests comments and 

recommendations on the following 

issues relating to removing the 

exception for gliders provided under 

§ 91.225(e): 

C1. Should the FAA require gliders to 

meet the ADS–B equipment and use 

rules? Please provide supporting 

information. 

C2. If the FAA removes the glider 

exception from § 91.225, would the 

level of operational safety increase? 

Please provide supporting information. 

C3. Please provide cost estimates, 

with supporting details or 

documentation, including equipment, 

glider manufacturer, and model: 

C3.1. Provide estimate of total 

equipment cost(s). List all necessary 

components. 

C3.2. Provide estimate of installation 

cost(s). 

C.3.3. Provide estimate of 

maintenance costs (e.g. batteries, 

antenna). 

C4. If gliders are required to meet the 

ADS–B equipment and use rules, should 

they also be required to meet the 

transponder equipment requirements? 

Please provide supporting information. 

C5. Do you have or plan to have ADS– 

B In or ADS–B Out installed on your 

glider? Please explain your answer. 

D. Additional Considerations 

D1. Can you suggest changes to 

current requirements or other 

equipment that would reduce the risk of 

collision for glider operations? If so, 

what specific requirements or 

procedures should be considered? 

D2. Have you had a collision or near 

collision while operating a glider? If so, 

please explain what happened. 

D3. Have you had a collision or near 

collision with a glider while operating 

an aircraft other than a glider? If so, 

please explain what happened. 

D4. Do you operate a glider within 

any of the following excepted areas? 

Please describe the type of airspace, 

location, frequency of operations, and 

any safety concerns during these 

operations. 

• Within 30 nautical miles of an 

airport listed in appendix D, section 1 

of part 91 provided such operations are 

conducted outside any Class A, B, or C 

airspace areas, and below the altitude of 

the ceiling of a Class B or Class C 

airspace area designated for an airport 

or 10,000 feet mean sea level (MSL), 

whichever is lower. 

• Above 10,000 feet MSL 

D5. Do you receive air traffic services 

while flying a glider? Please explain the 

frequency and location of services, and 

any other information supporting your 

answer(s). 

IV. Regulatory Notices and Analyses 

A. Regulatory Flexibility Determination 

The Regulatory Flexibility Act (5 

U.S.C. 601 et seq.) requires an agency to 

review rulemakings to assess their 

impact on small entities unless the 

agency determines that a rule is not 

expected to have a significant economic 

impact on a substantial number of small 

entities. The FAA invites comment to 

facilitate its assessment of the potential 

impact of a rule removing the glider 

exceptions pertaining to transponder 

equipment and use requirements. 

B. Paperwork Reduction Act 

The FAA has not yet determined 

whether there will be an information 

collection associated with this 

rulemaking. This will be addressed at 

the time a NPRM, if any, is published. 

C. 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 corresponding ICAO 

Standards and Recommended Practices 

and will identify any differences with 

future proposed regulations. These 

differences will be addressed at the time 

a NPRM, if any, is published. 

D. Environmental Analysis 

FAA Order 1050.1E 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 ANPRM 

would qualify for the categorical 

exclusion identified in paragraph 312f, 

and would involve no extraordinary 

circumstances. 

V. Executive Order Determinations 

A. Executive Order 13132, Federalism 

The FAA has analyzed this ANPRM 

under the principles and criteria of 

Executive Order 13132, Federalism. The 

agency has determined that this action 

would 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, would not have Federalism 

implications. 

B. Executive Order 13211, Regulations 

That Significantly Affect Energy Supply, 

Distribution or Use 

The FAA analyzed this ANPRM under 

Executive Order 13211, Actions 

Concerning Regulations that 

Significantly Affect Energy Supply, 

Distribution, or Use (May 18, 2001). The 

agency has determined that it would not 

be a ‘‘significant energy action’’ under 

the executive order and would not be 

likely to have a significant adverse effect 

on the supply, distribution, or use of 

energy. 

C. Executive Order 13609 

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 will analyze any 

future action under the policies and 

agency responsibilities of Executive 

Order 13609, and determine if the 

action will have an effect on 

international regulatory cooperation. 

This will also be addressed at the time 

a NPRM, if any, is published. 

VI. Additional Information 

A. Comments Invited 

The FAA invites interested persons to 

participate in this rulemaking by 

submitting written comments, data, or 


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views. The agency also invites 

comments relating to the economic, 

environmental, energy, or federalism 

impacts that might result from adopting 

the proposals in this document. The 

most helpful comments reference a 

specific portion of the proposal, explain 

the reason for any recommended 

change, and include supporting data. To 

ensure the docket does not contain 

duplicate comments, commenters 

should send only one copy of written 

comments, or if comments are filed 

electronically, commenters should 

submit only one time. 

The FAA will file in the docket all 

comments it receives, as well as a report 

summarizing each substantive public 

contact with FAA personnel concerning 

this ANPRM. Before acting on this 

ANPRM, the FAA will consider all 

comments it receives on or before the 

closing date for comments. The FAA 

will consider comments filed after the 

comment period has closed if it is 

possible to do so without incurring 

expense or delay. The agency may 

change the direction of this rulemaking 

in light of the comments it receives. 

Proprietary or Confidential Business 

Information: Do not file proprietary or 

confidential business information in the 

docket. Such information must be sent 

or delivered directly to the person 

identified in the FOR FURTHER

INFORMATION CONTACT section of this 

document, and marked as proprietary or 

confidential. If submitting information 

on a disk or CD–ROM, mark the outside 

of the disk or CD–ROM, and identify 

electronically within the disk or CD– 

ROM the specific information that is 

proprietary or confidential. 

Under 14 CFR 11.35(b), if the FAA is 

aware of proprietary information filed 

with a comment, the agency does not 

place it in the docket. It is held in a 

separate file to which the public does 

not have access, and the FAA places a 

note in the docket that it has received 

it. If the FAA receives a request to 

examine or copy this information, it 

treats it as any other request under the 

Freedom of Information Act (5 U.S.C. 

552). The FAA processes such a request 

under Department of Transportation 

procedures found in 49 CFR part 7. 

B. Availability of Rulemaking 

Documents 

Electronic copies of rulemaking 

documents may be obtained from the 

Internet by— 

1. Searching the Federal eRulemaking 

Portal (http://www.regulations.gov); 

2. Visiting the FAA’s Regulations and 

Policies Web page at http://

www.faa.gov/regulations_policies or 

3. Accessing the Government Printing 

Office’s Web page at http://

www.gpo.gov/fdsys/. 

Copies may also be obtained by 

sending a request to the Federal 

Aviation Administration, Office of 

Rulemaking, ARM–1, 800 Independence 

Ave. 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 ANPRM, including 

economic analyses and technical 

reports, may be accessed from the 

Internet through the Federal 

eRulemaking Portal referenced in item 

(1) above. 

Issued under authority provided by 49 

U.S.C. 106(f), 40103, and 44701(a)(5)(a) in 

Washington, DC, on June 10, 2015. 

Jodi S. McCarthy, 

Director, Airspace Services. 

[FR Doc. 2015–14818 Filed 6–15–15; 8:45 am] 

BILLING CODE 4910–13–P 

FEDERAL COMMUNICATIONS 

COMMISSION 

47 CFR Part 4 

[PS Docket No. 15–80; FCC 15–39] 

Amendments to the Commission’s 

Rules Concerning Disruptions to 

Communications 

AGENCY: Federal Communications 

Commission. 

ACTION: Proposed rule. 

SUMMARY: In this document, the 

Commission seeks comment on 

proposals to improve its rules governing 

the reporting of disruptions to 

communications. The proposals 

contained in this document seek to 

build on the Commission’s decade of 

experience administering these rules 

and the associated Network Outage 

Reporting System (NORS). This 

experience has provided perspective on 

aspects of the rules that could be refined 

so as to improve the quality and utility 

of the outage reporting data the 

Commission receives. Improving the 

reporting that occurs under the 

Commission’s rules will advance the 

Commission’s efforts to monitor the 

reliability and resiliency of the nation’s 

communications networks, including 

911 networks, and to address systemic 

vulnerabilities and threats to the 

communications infrastructure. 

DATES: Submit comments on or before 

July 16, 2015, and reply comments on 

or before July 31, 2015. Written 

comments on the Paperwork Reduction 

Act proposed information collection 

requirements must be submitted by the 

public, Office of Management and 

Budget (OMB), and other interested 

parties on or before August 17, 2015. 

ADDRESSES: You may submit comments, 

identified by PS Docket No. 15–80, by 

any of the following methods: 

• Federal Communications 

Commission’s Web site: http://

fjallfoss.fcc.gov/ecfs2/. Follow the 

instructions for submitting comments. 

• People with Disabilities: Contact the 

FCC to request reasonable 

accommodations (accessible format 

documents, sign language interpreters, 

CART, etc.) by email: FCC504@fcc.gov 

or phone: 202–418–0530 or TTY: 202– 

418–0432. 

For detailed instructions for 

submitting comments and additional 

information on the rulemaking process, 

see the SUPPLEMENTARY INFORMATION

section of this document. In addition to 

filing comments with the Secretary, a 

copy of any comments on the 

Paperwork Reduction Act information 

collection requirements contained 

herein should be submitted to the 

Federal Communications Commission 

via email to PRA@fcc.gov and to 

Nicholas A. Fraser, Office of 

Management and Budget, via email to 

Nicholas_A._Fraser@omb.eop.gov or via 

fax at 202–395–5167. 

FOR FURTHER INFORMATION CONTACT: 

Brenda D. Villanueva, Attorney Advisor, 

Public Safety and Homeland Security 

Bureau, (202) 418–7005 or 

brenda.villanueva@fcc.gov. For 

additional information concerning the 

Paperwork Reduction Act information 

collection requirements contained in 

this document, send an email to PRA@

fcc.gov or contact Nicole On’gele, (202) 

418–2991. 

SUPPLEMENTARY INFORMATION: This is a 

summary of the Commission’s Notice of 

Proposed Rulemaking in PS Docket No. 

15–80, released on March 30, 2015. The 

complete text of this document is 

available for public inspection and 

copying from 8 a.m. to 4:30 p.m. ET 

Monday through Thursday or from 8 

a.m. to 11:30 a.m. ET on Fridays in the 

FCC Reference Information Center, 445 

12th Street SW., Room CY–A257, 

Washington, DC 20554. In addition, the 

complete text is available online 

http://www.fcc.gov/document/fccadopts-part-4-improvements-item. 

This document contains proposed 

information collection requirements. 

The Commission, as part of its 

continuing effort to reduce paperwork 

burdens, invites the general public and 

the Office of Management and Budget 

(OMB) to comment on the information 


asabaliauskas on DSK5VPTVN1PROD with PROPOSALS