60226 Federal Register / Vol. 71, No. 197 / Thursday, October 12, 2006 / Notices 

1Runway incursion is currently defined in the 

United States as ‘‘any occurrence in the airport 

runway environment involving an aircraft, vehicle, 

person, or object on the ground that creates a 

collision hazard or results in a loss of required 

separation with an aircraft taking off, intending to 

take off, landing or intending to land.’’ Runway 

incursions are identified and tracked at towered 

airports (airports with an operating FAA or contract 

tower). 

2Surface incident (for the purpose of the RIIEP) 

is defined as an incident where an aircraft operated 

by a pilot or maintenance technician taxiing enters 

a runway safety area without a clearance but 

another aircraft was not present. 

5.14 acres of wetland impacts with the 

implementation of the Proposed Action. 

However, it would be possible to 

mitigate these impacts with the 

replacement of wetland functions 

through the creation or restoration of 

wetlands. 

Meeting Procedures 

(a) Persons wishing to speak at the 

meeting are asked to limit their 

comments to five minutes. This cold be 

extended depending on the number of 

persons wishing to speak. 

(b) Persons wishing to make oral 

presentations will be required to 

identify themselves for the record. 

(c) A court reporter will be present to 

document and record the proceedings of 

the meeting and a transcript of the 

proceedings will be made. Any person 

who wishes to submit documentation or 

other written comments for the record 

may do so. 

(d) This meeting is designed for 

listening carefully to public statements. 

As such, there will be no rebuttal from 

persons facilitating the meeting. 

Issued in Des Plaines, Illinois October 2, 

2006. 

Art V. Schultz, 

Acting Manger, Chicago NAS Implementation 

Center, ANI–401, Central Service Area. 

[FR Doc. 06–8615 Filed 10–11–06; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Runway Incursion Information 

Evaluation Program 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of program continuation. 

SUMMARY: This document announces the 

continuation for a 24-month period and 

expansion of the Runway Incursion 

Information Evaluation Program (RIIEP). 

The purpose of the RIIEP is to gather 

critical safety data not otherwise 

available concerning the root causes of 

surface incidents, including runway 

incursions. The primary means of 

gathering the data is through in-depth 

interviews of pilots and maintenance 

technicians involved in these incidents. 

This document affirms the FAA’s policy 

concerning enforcement-related 

incentives for pilots and maintenance 

technicians to encourage them to 

participate in the program. It also 

reiterates the FAA’s policy concerning 

the use for enforcement purposes of 

information provided by pilots and 

maintenance technicians under the 

program. 

DATES: The program is in effect from 

July 21, 2006, through July 20, 2008. 

FOR FURTHER INFORMATION CONTACT: 

Chris Monteleon, Representative of the 

Associate Administrator for Aviation 

Safety (AVS) and the Director, Flight 

Standards Service (AFS) to the FAA 

Office of Runway Safety, Federal 

Aviation Administration, 470 L’Enfant 

Plaza, Suite 7100, Washington, DC 

20024; Telephone (202) 385–4719; email Chris.Monteleon@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

One of the FAA’s top safety priorities 

is to prevent runway incursions.1 To 

help achieve this goal, the FAA has 

implemented system-safety initiatives to 

reduce runway incursions by gathering 

and evaluating data concerning root 

causes of runway incursions and 

through enhanced education and 

training of pilots and maintenance 

technicians.2

The Flight Standards Service (AFS) 

ordinarily becomes aware of reported 

surface incidents, including runway 

incursions, through notification by the 

Air Traffic Organization (ATO). 

However, the FAA often has insufficient 

data to fully analyze the risk factors and 

root causes leading to an incident. 

Accordingly, in March 2000, the FAA 

implemented the Runway Incursion 

Information Evaluation Program (RIIEP) 

for a period of one year, which was 

renewed in July 2004, through July 

2006. Through the RIIEP, the FAA 

sought data concerning runway 

incursions by interviewing pilots 

involved in such events. Under the 

RIIEP, pilots involved in runway 

incursions who cooperated with FAA 

Aviation Safety Inspectors (ASI) by 

providing information concerning the 

incident were generally not subject to 

legal enforcement. We expected the 

pilot to share valuable safety 

information that would help us identify 

the cause of the runway incursion. We 

wanted this information to aid in 

determining root causes of runway 

incursions and to develop effective 

mitigation action. 

The program, since its inception, has 

been successful in gathering root-cause 

data leading to the development of riskreduction strategies. The FAA has 

learned, however, that the program 

needs enhancements to assure the RIIEP 

will reach its voluntary safety-program 

potential. 

Therefore, ninety days before the end 

of the current period, the FAA evaluated 

the RIIEP. In particular, the FAA 

identified a need for improved methods 

of gathering and analyzing data 

collected under the RIIEP, and for 

implementing improved risk-reduction 

strategies. The FAA considered factors, 

including the following, in determining 

whether the RIIEP should continue to 

build on its success, as well as provide 

enhanced, critical system-safety, riskreduction measures in the future: The 

FAA and the NTSB consider the risk of 

runway incursion, in commercial 

aviation and general aviation, and at 

towered and non-towered airports, an 

ever-present, high-visibility risk. 

• The current implementation of ISO 

9001 throughout AVS would provide 

controls for successful RIIEP processes. 

• The future value to runway safety 

found in the current effort of voluntary, 

aviation safety information databasesharing through the collaboration of 

FAA, industry, and academia: An 

important example is a current aviation 

rulemaking committee review of the 

possible benefit of integrating certain 

program aspects of the RIIEP Database 

Management and Reporting System 

(DMRS) with the Distributed National 

Aviation Safety Action Program (ASAP) 

Archives (DNAA), perhaps together 

with the Distributed National Flight 

Operations Quality Assurance (FOQA) 

Archives (DNFA) and the Aviation 

Safety Reporting System (ASFS) 

databases. 

• The continued interface with the 

Surveillance and Evaluation Program 

(SEP) and the Air Transportation 

Oversight System (ATOS) risk 

identification and mitigation processes. 

• The opportunity for RIIEP to 

develop into the international leader for 

runway-incursion risk reduction. 

• The program-management 

continuity necessary to increase the 

current volume and quality of reported 

data. 

• The value of providing the 

opportunity to increase the size of the 

RIIEP database and enhance the 

methodology of its database analysis. 

• The development and 

implementation of more effective means 

of reaching operators, agencies, and 

training centers, and their pilots, 

maintenance technicians, instructors, 

and designees. 


rwilkins on PROD1PC63 with NOTICES
Federal Register / Vol. 71, No. 197 / Thursday, October 12, 2006 / Notices 60227 

3An administrative action is either a warning or 

letter of correction, which is generally issued when 

remedial training is taken. 

4Counseling is an action carried out under the 

guidance of the FAA’s Aviation Safety Program, 

which is a program designed to promote safety and 

technical proficiency by providing guidance and 

support for the aviation community through 

education and cooperative efforts. 

• The widespread publication of a 

brief, periodic ‘‘tip’’ to further RIIEP 

knowledge and maintain program 

awareness within AFS and its 

customers. 

• With these enhancements, the FAA 

believes RIIEP will become the leader in 

analyzing the root causes of surface 

incidents, including runway incursions. 

Further, we believe these enhancements 

will improve methods of providing 

critical data that would be used as the 

basis for the FAA to recommend and 

implement world-standard risk 

mitigation. 

Accordingly, we have further 

modified the RIIEP and shall continue 

the program for 24 months. In addition, 

120 days before the end of the current 

period, the Associate Administrator for 

Aviation Safety (AVS) and the Air 

Traffic Organization (ATO) shall 

provide the Administrator a report 

summarizing root causes identified, 

resulting plans in progress, and 

programs and technologies 

implemented. Ninety days before the 

end of this period, the FAA will 

evaluate the RIIEP and whether we 

should continue the program or let it 

expire. 

Continued Runway Incursion 

Information and Evaluation Program 

Under the continued RIIEP, pilots and 

maintenance technicians taxing aircraft 

involved in an alleged runway incursion 

may expect to be contacted by an ASI 

shortly after the incident. The ASI will 

inform the pilot or maintenance 

technician that participation in the 

RIIEP interview process is voluntary. 

The ASI may conduct the interview in 

person, electronically, or by telephone. 

AFS has developed standardized RIIEP 

methodology in the form of 

questionnaires, one for pilots and one 

for maintenance technicians, from 

which the ASI will obtain important, 

sometimes critical, safety data. To 

obtain complete recordable data 

concerning a runway incursion for 

analysis and to implement preventive 

measures, the ASI also will encourage 

pilots and maintenance technicians to 

provide additional comments. The ASI 

will record those comments in the RIIEP 

questionnaire ‘‘comments section.’’

These comments should capture 

perception, as well as fact, concerning 

the event and may range from general to 

specific. 

Note that RIIEP guidance for Flight 

Standards’ Regions, Divisions, and Field 

Offices is Joint Flight Standards 

Information Bulletin, FSAW 04–09, 

FSAT 04–03, and FSGA 04–01, 

Implementation of the Renewed 

Runway Incursion Information 

Evaluation Program (RIIEP), which is 

located at http://www.faa.gov/library/ 

manuals/examiners_inspectors/8300/ 

fsaw/media/FSAW0409_fsat0403.doc. 

RIIEP Enforcement Policy 

A pilot deviation (PD) is a type of 

surface incident, including runway 

incursion, which involves possible 

regulatory violation by a pilot. A vehicle 

or pedestrian deviation (V/PD) is a type 

of surface incident, including runway 

incursion, involving a vehicle or 

pedestrian that involves possible 

regulatory violation by the same. (RIIEP 

analysis considers relevant incidents 

involving aircraft operated by 

maintenance technicians to be vehicle 

deviations.) 

When ATO provides report of either 

a preliminary PD, or preliminary V/PD, 

AFS may open an enforcement 

investigation. 

If the investigation reveals a violation 

of FAA regulation, the pilot or 

maintenance technician is further 

subject to legal enforcement action 

(certificate action or civil penalty). 

However, as an incentive to encourage 

participation in the RIIEP, for 

certificated airmen who cooperate and 

provide detailed information regarding 

that deviation, the FAA intends to 

continue foregoing legal enforcement 

action and, instead, offer administrative 

action 3 or counseling 4, which involve 

no finding of violation, provided: 

1. The nature of the apparent 

violation does not indicate that a 

certificate holder lacks qualification to 

hold a certificate; 

2. The apparent violation was 

inadvertent, i.e., not the result of 

purposeful misconduct; 

3. The apparent violation was not a 

substantial disregard for safety or 

security; 

4. The apparent violator has a 

constructive attitude toward complying 

with the regulations; and 

5. The apparent violation does not 

indicate a trend of noncompliance. 

In certain cases, the FAA may 

determine an airman should complete 

corrective action, such as remedial 

training, to help prevent further runway 

incursion or surface incident. Such 

corrective action is voluntary; however, 

refusal by the pilot or maintenance 

technician to undertake the same could 

result in legal enforcement action being 

taken. 

If an apparent violation resulting from 

the surface incident, including runway 

incursion, or the circumstances 

surrounding the same, demonstrate or 

raise a question of lack of qualification 

of an airman, the FAA will proceed with 

appropriate action. Such action may 

include reexamination, certificate 

suspension pending successful 

reexamination, or certificate revocation. 

Foreign airmen may not participate in 

the RIIEP. 

Runway Safety Education 

Demonstrating a Constructive Attitude 

In determining whether an apparent 

violator has a constructive attitude 

regarding compliance with the 

regulations, the FAA will consider 

documentation showing the completion 

of an FAA- or industry-sponsored safety 

seminar on the subject(s) causal to the 

alleged violation. 

Through the collaboration of FAA and 

industry, pilot and maintenance 

technician runway-safety education 

programs are available at http:// 

www.aopa.org/asf/runway_safety; 

www.alpa.org/runwaysafety; and http:// 

www.faa.gov/runwaysafety. We will 

consider successful completion and 

documentation of these runway-safety 

education programs favorably in 

determining the course of action we will 

take when a pilot or maintenance 

technician is involved in a surface 

incident, including a runway incursion. 

The Runway Safety Education program 

also qualifies for credit under the Pilot 

Proficiency Awards (WINGS) Program 

or the Aviation Maintenance Technician 

Awards (AMT) Program. 

FAA Use of Information Provided by 

Pilots or Maintenance Technicians 

Under the RIIEP 

The FAA recognizes pilots and 

maintenance technicians may have 

concern that the information they 

provide under this program would be 

used by the FAA for legal enforcement 

action. The FAA, however, does not 

expect to use information provided by 

pilots or maintenance technicians 

during interviews conducted by ASIs 

under the RIIEP in FAA legal 

enforcement action. The record since 

the inception of the RIIEP displays 

excellent collaboration in this regard. 

RIIEP Coordination With a FAA 

Aviation Safety Action Program (ASAP) 

Notwithstanding published FAA 

RIIEP policy to the contrary, reports of 

surface incidents, including runway 

incursions, accepted under an ASAP 

will be conducted in accordance with 


rwilkins on PROD1PC63 with NOTICES
60228 Federal Register / Vol. 71, No. 197 / Thursday, October 12, 2006 / Notices 

Advisory Circular (AC) 120–66B, 

Aviation Safety Action Programs 

(ASAP), as amended, and a 

memorandum of understanding between 

the FAA, the certificate holder and, 

where applicable, pilot or maintenancetechnician groups. As with ASAP, the 

objective of the RIIEP is to encourage 

the voluntary reporting of safety 

information not otherwise available that 

could be critical in identifying casual 

factors leading to accidents, incidents—

particularly runway incursions, and 

violations. 

We encourage certificate holders and 

representatives of pilot and 

maintenance-technician groups having 

ASAP programs to incorporate RIIEP as 

a voluntary part of their ASAP process 

by providing RIIEP awareness 

information to their pilot and 

maintenance-technician groups. 

We strongly encourage ASAP 

programs, and their event review 

committee (ERC) members to provide 

the RIIEP Questionnaire to pilot or 

maintenance technician who submits an 

ASAP report involving a runway 

incursion or surface incident, and to 

request voluntary completion of the 

questionnaire by that employee. 

Note that RIIEP Questionnaires are 

located in FSAW 04–09 et al. (see 

above), Appendices 8 and 9. 

In the case of a sole source report, the 

employee should be instructed not to 

enter the name identification 

information requested in Section 1 of 

the questionnaire. With the ERC’s 

concurrence, that ASI should provide 

the completed questionnaire to the 

appropriate FSDO or CMO, which 

would process the safety data in 

accordance with Joint FSIB FSAW 04–

09, et al. For runway incursions or 

safety events accepted under an 

accepted ASAP MOU, the guidance in 

FAA Order 8400.10, Volume 1, Chapter 

5, Section 1, paragraph 293E concerning 

enforcement investigation coordination 

of alleged violations applies. 

RIIEP Continuation 

This continuations of the RIIEP will 

be in effect for 24 months beginning the 

effective date listed above. 

Issued in Washington, DC on August 2, 

2006. 

Marion C. Blakey, 

Administrator. 

[FR Doc. 06–8619 Filed 10–11–06; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Second Meeting, Special Committee 

211, Nickel-Cadmium, Lead Acid and 

Rechargeable Lithium Batteries 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of RTCA Special 

Committee 211, Nickel-Cadmium, Lead 

Acid and Rechargeable Lithium 

Batteries. 

SUMMARY: The FAA is issuing this notice 

to advise the public of a first meeting of 

RTCA Specialist Committee 211, NickelCadmium, Lead Acid and Rechargeable 

Lithium Batteries. 

DATES: The meeting will be held 

October 31–November 1, 2006, from 9 

a.m.–5 p.m. 

ADDRESSES: The meeting will be held at 

RTCA, Inc., 1828 L Street, NW., Suite 

805, Washington, DC 20036. 

FOR FURTHER INFORMATION CONTACT: 

RTCA Secretariat, 1828 L Street, NW., 

Suite 805, Washington, DC 20036; 

telephone (202) 833–9339; fax (202) 

833–9434; Web site http://www.rtca.org 

for directions. 

SUPPLEMENTARY INFORMATION: Pursuant 

to section 10(a)(2) of the Federal 

Advisory Committee Act (Pub. L. 92–

463, 5 U.S.C., Appendix 2), notice is 

hereby given for a Special Committee 

211 meeting. The agenda will include: 

• October 31–November 1: 

• Opening Plenary Session (Welcome, 

Introductions, and Administrative 

Remarks, Agenda Overview). 

• Review/Approve Change 1 to DO–

293. 

• Discuss and decide if the Lithium 

Rechargeable Batteries Special 

Requirements can be added to DO–293 

or a new separated standards as needed. 

• Develop Lithium MOPS (Minimum 

Operational Performance Standard). 

• Closing Plenary Session (Other 

Business, Establish Agenda, Date and 

Place of Next Meeting, Adjourn). 

Attendance is open to the interested 

public but limited to space availability. 

With the approval of the chairmen, 

members of the public may present oral 

statements at the meeting. Persons 

wishing to present statements or obtain 

information should contact the person 

listed in the FOR FURTHER INFORMATION

CONTACT section. Members of the public 

may present a written statement to the 

committee at any time. 

Issued in Washington, DC, on September 

27, 2006. 

Francisco Estrada C., 

RTCA Advisory Committee. 

[FR Doc. 06–8617 Filed 10–11–05; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Highway Administration 

Environmental Impact Statement: 

Billings County, ND 

AGENCY: Federal Highway 

Administration (FHWA), DOT. 

ACTION: Notice of intent. 

SUMMARY: The FHWA is issuing this 

notice to advise the public that an 

environmental impact statement will be 

prepared for a proposed roadway project 

and river crossing over the Little 

Missouri River in Billings County, North 

Dakota. 

FOR FURTHER INFORMATION CONTACT: 

Mark Schrader, Environment and Rightof-Way Engineer, Federal Highway 

Administration, 1471 Interstate Loop, 

Bismarck, North Dakota 58503, 

Telephone: (701) 250–4343 Extension 

111. Blane Hoesel, Local Government, 

North Dakota Department of 

Transportation, 608 E. Boulevard 

Avenue, Bismarck, North Dakota 58505–

0700, Telephone: (701) 328–3482. 

SUPPLEMENTARY INFORMATION: The 

FHWA, in cooperation with the North 

Dakota Department of Transportation 

and Billings County, will prepare an 

environmental impact statement (EIS) 

on a proposal to provide a roadway by 

either upgrading and/or new 

construction to a proposed river 

crossing over the Little Missouri River 

in Billings County, North Dakota. The 

proposed project would be located 

between the northern border of the 

Billings County line, the western border 

of ND Highway 16, the eastern border of 

U.S. Highway 85, and the southern 

border of the Theodore Roosevelt 

National Park. 

The proposed project in the corridor 

is considered necessary to provide for 

system linkage between ND Highway 16 

and U.S. Highway 85 and for a variety 

of socioeconomic demands, such as 

emergency management services, 

industry, agriculture, and recreation. 

Alternatives under consideration 

include: (1) Taking no action; (2) 

construction of a river crossing 

structure: bridge, low-water crossing, or 

box culvert; (3) different roadway 

alignments to the river crossing, 

including upgrading and/or 


rwilkins on PROD1PC63 with NOTICES