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PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

CFM International S.A.: Docket No. FAA– 

2015–2983; Directorate Identifier 2015– 

NE–20–AD. 

(a) Comments Due Date 

We must receive comments by December 1, 

2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to CFM International S.A. 

(CFM) CFM56–5B engines with turbine rear 

frame (TRF), part number (P/N) 338–102– 

907–0 or P/N 338–102–908–0, installed. 

(d) Unsafe Condition 

This AD was prompted by a corrected 

lifing analysis by the engine manufacturer 

that shows the need for an initial and 

repetitive inspection of certain P/N TRFs on 

the low-pressure turbine (LPT) frame 

assembly. We are issuing this AD to prevent 

failure of the TRF on the LPT frame 

assembly, which could lead to engine 

separation, damage to the engine, and 

damage to the airplane. 

(e) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(1) For Engines that have Applied CFM 

Service Bulletin (SB) No. CFM56–5B S/B 72– 

0308: 

(i) Prior to accumulating 25,000 cycles 

since new (CSN) on the TRF of the LPT frame 

assembly or within 150 cycles after the 

effective date of this AD, whichever occurs 

later, perform an initial eddy current 

inspection (ECI) or a fluorescent penetrant 

inspection (FPI) of the TRF mount struts on 

the LPT assembly. 

(ii) For engines with unknown CSN on the 

TRF of the LPT frame assembly, perform the 

initial inspection required by this AD within 

150 cycles-in-service after the effective date 

of this AD. 

(iii) Use paragraph 3.B. in the 

Accomplishment Instructions of CFM SB No. 

CFM56–5B S/B 72–0850, dated December 19, 

2012, to do the ECI and paragraph 3.C. in the 

Accomplishment Instructions of CFM SB No. 

CFM56–5B S/B 72–0850, to do the FPI. Do 

not include TRF mount strut crack lengths 

towards the cumulative crack length after the 

cracks are repaired. 

(iv) If no cracks are found on any of the 

three TRF mount struts, or the cumulative 

length of all cracks at any TRF mount strut 

location is less than 0.20 inches, repeat the 

inspection within 1,670 cycles since last 

inspection (CSLI). 

(v) If the cumulative length of cracks at any 

TRF mount strut location is greater than or 

equal to 0.20 inches, but less than 0.25 

inches, repeat the inspection within 280 

CSLI. 

(vi) If the cumulative length of cracks at 

any TRF mount strut location is 0.25 inches 

or greater, replace the TRF with a part 

eligible for installation before further flight. 

(2) For Engines that have Not Applied CFM 

SB No. CFM56–5B S/B 72–0308: 

(i) Prior to accumulating 32,000 CSN on 

the TRF of the LPT frame assembly or within 

150 cycles after the effective date of this AD, 

whichever occurs later, perform an initial ECI 

or FPI of the TRF mount struts on the LPT 

frame assembly. 

(ii) For engines with unknown CSN on the 

TRF of the LPT frame assembly, perform the 

initial inspection required by this AD within 

150 cycles-in-service after the effective date 

of this AD. 

(iii) Use paragraph 3.B. in the 

Accomplishment Instructions of CFM SB No. 

CFM56–5B S/B 72–0850, dated December 19, 

2012, to do the ECI and paragraph 3.C. in the 

Accomplishment Instructions of CFM SB No. 

CFM56–5B S/B 72–0850, to do the FPI. Do 

not include TRF mount strut crack lengths 

towards the cumulative crack length after the 

cracks are repaired. 

(iv) If no cracks are found on any of the 

three TRF mount struts, or the cumulative 

length of cracks at any TRF mount strut 

location is less than 0.20 inches, repeat the 

inspection within 2,500 CSLI. 

(v) If the cumulative length of cracks at any 

TRF mount strut location is greater than or 

equal to 0.20 inches and less than 0.25 

inches, repeat the inspection within 370 

CSLI. 

(vi) If the cumulative length of cracks at 

any TRF mount strut location is 0.25 inches 

or greater, replace the TRF with a part 

eligible for installation before further flight. 

(f) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, may approve AMOCs for this AD. Use 

the procedures found in 14 CFR 39.19 to 

make your request. You may email your 

request to: ANE-AD-AMOC@faa.gov. 

(g) Related Information 

(1) For more information about this AD, 

contact Kyle Gustafson, Aerospace Engineer, 

Engine Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7183; fax: 781–238–7199; 

email: kyle.gustafson@faa.gov. 

(2) CFM SB No. CFM56–5B S/B 72–0850, 

dated December 19, 2012, and CFM SB No. 

CFM56–5B S/B 72–0308, Revision 5, dated 

October 12, 2007, can be obtained from CFM 

using the contact information in paragraph 

(g)(3) of this proposed AD. 

(3) For service information identified in 

this AD, contact CFM International Inc., 

Aviation Operations Center, 1 Neumann 

Way, M/D Room 285, Cincinnati, OH 45125; 

phone: 877–432–3272; fax: 877–432–3329; 

email: aviation.fleetsupport@ge.com. 

(4) You may view this service information 

at the FAA, Engine & Propeller Directorate, 

12 New England Executive Park, Burlington, 

MA. For information on the availability of 

this material at the FAA, call 781–238–7125. 

Issued in Burlington, Massachusetts, on 

September 24, 2015. 

Colleen M. D’Allesandro, 

Directorate Manager, Engine & Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–24729 Filed 10–1–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 147 

[Docket No. FAA–2015–3901; Notice No. 

15–10] 

RIN 2120–AK48 

Aviation Maintenance Technician 

Schools 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to amend 

the regulations governing the 

curriculum and operations of FAAcertificated Aviation Maintenance 

Technician Schools. These amendments 

would modernize and reorganize the 

required curriculum subjects in the 

appendices of the current regulations. 

They would also remove the course 

content items currently located in the 

appendices and require that they be 

placed in each school’s operations 

specifications so they could more easily 

be amended when necessary. The 

amendments are needed because the 

existing curriculums are outdated, do 

not meet current industry needs, and 

can be changed only through notice and 

comment rulemaking. These 

amendments would ensure that aviation 

maintenance technician students 

receive up-to-date foundational training 

to meet the demanding and consistently 

changing needs of the aviation industry. 

DATES: Send comments on or before 

December 31, 2015. 

ADDRESSES: Send comments identified 

by docket number FAA–2015–3901 

using any of the following methods: 

• Federal Rulemaking 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. 


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• 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 Robert W. Warren, 

Aircraft Maintenance Division, Federal 

Aviation Administration, 800 

Independence Avenue SW., Washington 

DC 20591; telephone (202) 267–1711; 

email Robert.W.Warren@faa.gov. For 

legal questions concerning this action, 

contact Edmund Averman, Office of the 

Chief Counsel (AGC–210), Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–3147; email Ed.Averman@faa.gov. 

SUPPLEMENTARY INFORMATION: 

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 Title 

49, Subtitle VII, Part A, Subpart I, 

Chapter 401, Section 40113 (prescribing 

general authority of the Administrator of 

the FAA, with respect to aviation safety 

duties and powers, to prescribe 

regulations); and Subpart III, Chapter 

447, Sections 44701 (general authority 

of the Administrator to prescribe 

regulations and minimum standards in 

the interest of safety for inspecting, 

servicing, and overhauling aircraft, 

engines, propellers, and appliances, 

including for other practices, methods, 

and procedures necessary for safety in 

air commerce); 44702 (authority of the 

Administrator to issue air agency 

certificates); 44707 (authority of the 

Administrator to examine and rate air 

agencies, including civilian schools 

giving instruction in repairing, altering, 

and maintaining aircraft, aircraft 

engines, propellers, and appliances, on 

the adequacy of instruction, the 

suitability and airworthiness of 

equipment, and the competency of 

instructors); and 44709 (authority of the 

Administrator to amend, modify, 

suspend, and revoke air agency and 

other FAA-issued certificates). This 

proposed regulation is within the scope 

of that authority. 

I. Executive Summary 

a. Summary of the Proposed Rule 

This proposed rule would amend the 

regulations governing Aviation 

Maintenance Technician Schools (14 

CFR part 147) to both update the 

existing curriculums and provide an 

efficient means of changing specific 

course items under each main subject 

heading, when needed, by including 

them in each school’s operations 

specifications. The proposal sets forth 

both a description of operations 

specifications and a process for 

amending, suspending, or terminating 

them. In addition, the proposed 

amendments would clarify existing 

requirements, remove gender-specific 

references, and eliminate duplication 

found in some sections of the current 

rules. 

The FAA has updated its regulations 

governing aviation maintenance 

technician schools only infrequently 

since 1962, when they were re-codified 

from the former Civil Air Regulations 

(CAR) part 53 into current Title 14 of 

the Code of Federal Regulations (14 

CFR) part 147. (27 FR 6669, Jul. 19, 

1962). The agency last amended part 

147 in 2011 to add a new § 147.8 that 

placed restrictions on the employment 

of former FAA employees, however the 

agency has made no curriculum changes 

since 1992. Based on recent studies and 

reports (which are discussed below in 

more detail), the FAA has determined 

that the current school curriculums are 

dated and do not provide students with 

the skills necessary for maintaining 

modern aircraft. 

When the FAA first shaped the basic 

training curriculum during the 1962 

recodification, the use of advanced 

materials, advanced electronic operating 

systems, computers, high bypass 

propulsion systems, and smart aircraft 

did not exist in civilian aviation. Since 

the 1992 rule changes, the industry has 

produced larger, state of the art 

transport aircraft (such as the Boeing 

787 and Airbus A380) that incorporate 

very advanced technologies and 

complex systems. Similar advancements 

in technology have also evolved in all 

other levels of aircraft such as general 

aviation aircraft and business aircraft. 

The FAA has also not updated part 147 

to account for recent advances in 

rotorcraft technology, composites, 

unmanned aerial vehicles, glass panels, 

light sport aircraft (LSA), and the spread 

of electronics into every other aspect of 

aircraft. 

In view of the expected continued 

rapid pace of technological change in 

the aviation industry, part 147 

curriculums will need to be updated 

frequently and quickly. However, 

because these curriculums are currently 

specified in the part 147 appendices, the 

FAA can change them only through 

notice and comment rulemaking, which 

is a time-consuming and inefficient 

means of modernizing the curriculum. 

As a consequence, without the proposed 

changes, the school curriculums will 

always be several years behind what is 

needed to effectively train aviation 

maintenance technician students. By 

including the curriculums in each 

school’s operations specifications, they 

may be updated expeditiously to keep 

pace with emerging technologies. 

b. Summary of Costs and Benefits 

The FAA finds the proposed rule’s 

benefits would accrue from changing 

curriculum hours, which would lower 

the more costly laboratory/workshop 

time (while offset by increasing 

classroom time) and also from 

eliminating the exemptions currently 

issued for aviation mechanic testing 

requirements. The estimated total 

benefits of this rule are about $10 

million ($7 million, present value at 

7%). 

The two major compliance costs of 

the rule are initial curriculum revisions 

and subsequent curriculum revisions. 

The latter may be divided into FAAproposed recommendations for 

amendments to the technician school 

curriculum, and technician school 

submissions to request amendments to 

their curriculum. The estimated total 

costs are about $4 million ($3 million, 

present value at 7%). Net benefits equal 

approximately $7 million ($3 million, 

present value at 7%). 

II. Background 

a. History of Part 147 

Part 147 specifies the requirements for 

the certification and operations of FAAVerDate Sep<11>2014 19:21 Oct 01, 2015 Jkt 238001 PO 00000 Frm 00009 Fmt 4702 Sfmt 4702 E:\FR\FM\02OCP1.SGM 02OCP1

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1 In 2004, the GAO Human Capital Reform Act of 

2004, Public Law 108–271, 118 Stat. 811 (2004), 

changed GAO’s legal name from the General 

Accounting Office to the Government 

Accountability Office. 

2A copy of the ARAC Report has been placed in 

the docket. 

certificated aviation maintenance 

technician schools, including the course 

curriculums they must provide. Part 147 

originated as Civil Air Regulations 

(CAR) part 53. As a result of the 

recodification of the CARs in 1962, CAR 

part 53 became 14 CFR part 147. In 

1970, the FAA revised part 147 to 

increase the required core curriculum 

hours from 1,500 to 1,900 and to further 

define the subject content and teaching 

guidelines. A minor revision to the 

curriculum requirements adopted in 

1992 included the use of computers in 

the training environment, composite 

materials, an introduction to unducted 

fans, and auxiliary power units. There 

have been no further revisions. 

b. General Accounting Office Report 

and Part 147 Working Group 

While not the only studies/reports 

that addressed the issues supporting 

this proposed rulemaking, two were 

instrumental to its development. First, 

in March 2003, the General Accounting 

Office (GAO) 1 issued a report titled 

Aviation Safety-FAA Needs To Update 

the Curriculum and Certification 

Requirements for Aviation Mechanics 

(GAO 03–317, March 2003) (GAO 

Report). The report detailed the 

following: 

1. Serious and growing gaps between 

the minimum training curriculum 

required by part 147 and the current and 

forecast levels of aircraft technology. 

2. Concerns that the required 

curriculums at FAA-approved aviation 

maintenance technician schools are 

outdated and are primarily geared to 

smaller, less complex aircraft that do 

not transport a significant number of 

passengers, and may not be relevant to 

most of the aircraft flown today. 

3. Limitations of basic courses that 

should prepare students to maintain and 

repair the body and engines of modern 

commercial aircraft. 

The GAO recommended the FAA 

review the minimum Airframe and 

Powerplant (A&P) curriculums required 

for certificated schools to identify 

courses that do not reflect widely used 

aircraft technology and materials on 

commonly flown commercial aircraft. 

The GAO also recommended that 

changes to the curriculums be reflected 

on the mechanic’s certification 

examination. This would ensure the 

same standards applied to all candidates 

for the A&P certificate. 

Growing recognition of these issues 

prompted the second study and report 

instrumental to this rulemaking. In 

2007, the FAA tasked the Aviation 

Rulemaking Advisory Committee 

(ARAC) to form the Part 147 Aviation 

Maintenance Technician Schools 

Curriculum and Operating 

Requirements Working Group (the Part 

147 Working Group). The ARAC 

subsequently tasked the Part 147 

Working Group to study some of the 

issues raised in the GAO report and to 

make recommendations to address 

them. In December 2008, the Part 147 

Working Group issued its Final Report 

(the ARAC Report). 

The ARAC Report suggested a 

solution that could help expedite 

keeping course content current. The 

report referenced the process used by 

training centers certificated by the FAA 

under 14 CFR part 142 to control course 

content and other matters related to the 

centers’ providing flight-related training 

to airmen. Section 142.3 provides for 

and defines ‘‘training specifications’’ as 

a document issued by the FAA to a 

training center that ‘‘prescribes that 

center’s training, checking, and testing 

authorizations and limitations, and 

specifies training program 

requirements.’’ Training specifications 

are similar to ‘‘operations 

specifications’’ issued by the FAA to 

certificate holders in other venues (e.g., 

air carriers) that document basic 

information and limitations that govern 

the allowable operations of the 

certificate holder. Operations 

specifications are mutually agreed upon 

between the FAA and the specific 

certificate holder, and may be amended 

by procedures specified in the 

regulations. 

Amending training or operations 

specifications is a more efficient and 

expeditious means of making changes to 

a certificate holder’s operations than is 

the process of notice and comment 

rulemaking for rules of general 

applicability. The ARAC Report 

recommended that aviation 

maintenance technician schools’ 

curriculum procedures documents be 

placed in what would be new training 

specifications. These would function 

similar to operations specifications, 

thereby facilitating their updating by 

means of the amendment process. The 

FAA is proposing that each certificated 

aviation maintenance technician school 

would use operations specifications (in 

lieu of the suggested training 

specifications) to manage its operations, 

including its training curriculum. 

This proposal addresses several of the 

recommendations in the ARAC Report,2

including: 

• Placing the subject course items in 

operations specifications while keeping 

the required subject area headings in the 

appendices; 

• Updating some of the subject areas 

and the items under the subject course 

headings; 

• Revising the distribution of 

curriculum hours among the General, 

the Airframe, and the Powerplant 

curriculums; 

• Incorporating a distance learning 

option; and 

• Creating a new provision to allow 

students to take the General written test 

after completing that curriculum but 

before meeting the experience 

requirements of § 65.77. 

III. Discussion of the Proposal 

Consistent with the recommendations 

in both the GAO Report and the ARAC 

Report, and with the FAA’s own 

awareness that the current course 

curriculums set forth in the part 147 

appendices are long overdue to be 

updated, the FAA proposes to amend 

some of the subject headings in part 147 

appendices B–D to better reflect their 

appropriate course content. The agency 

also proposes to remove the course 

content items currently found under 

each subject heading in the appendices 

and include them in each school’s 

operations specifications under the 

identical subject headings that would 

remain in the appendices. We also 

propose to amend some of these course 

content items to update them and to 

better reflect the areas to be taught 

within each subject area. As discussed 

above, if the course content items are 

contained in the schools’ operations 

specifications, they can, when 

necessary, be more easily amended 

through the process provided by this 

proposal for amending operations 

specifications. 

a. Curriculum Hours (§ 147.21) 

Section 147.21(b) contains the total 

minimum number of curriculum hours 

of instruction (1,900 hours) for the 

combined Airframe and Powerplant 

ratings. The ARAC Report 

recommended retaining this 1,900 hour 

minimum. The FAA agrees with that 

recommendation, and also with the 

report’s recommendation that the 

number of instruction hours for the 

Airframe and Powerplant ratings should 

be redistributed as follows: 


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• General—from 400 hours to 450 

hours. 

• Airframe—from 750 hours to 800 

hours. 

• Powerplant—from 750 hours to 650 

hours. 

With changes in aircraft technologies 

increasingly emphasizing electricity, 

electronics, and advanced materials, the 

FAA concurs with the ARAC Report 

that adding hours to the General and 

Airframe curriculum is appropriate. The 

FAA also agrees that revising the list of 

required subjects and updating the 

course content items within the major 

subject headings would be an important 

step in meeting industry needs for 

aviation maintenance technicians who 

have been trained in up-to-date aircraft 

materials and systems. 

The FAA also proposes to include an 

option for competency-based training 

utilizing minimum credit hours based 

on typical higher education 

accreditation criteria. The minimum 

number of credit hours (equivalent to 

1,900 training hours) would total 43 

credit hours. This would be the 

combined credit hours for Airframe and 

Powerplant requirements, which 

include a minimum of 10 credit hours 

for the General curriculum, 18 credit 

hours for the Airframe curriculum, and 

15 credit hours for the Powerplant 

curriculum. Each school would have the 

option to be approved for either an 

instructional hours curriculum or a 

credit hours curriculum, but not both. 

A credit hour is a unit of measure that 

gives value to the level of instruction, 

academic rigor, and time requirements 

for a course taken at an educational 

institution. At its most basic, a credit 

hour is a proxy measure of a quantity of 

student learning. The higher education 

community has long used the credit 

hour, as defined by the ‘‘Carnegie unit,’’ 

as part of a process to establish a 

standard measure of faculty workloads, 

costs of instruction, and rates of 

educational efficiencies, as well as a 

measure of student work for transfer 

students. A credit hour for purposes of 

part 147 is an institutionally established 

equivalency that reasonably 

approximates some minimum amount of 

student work reflective of the amount of 

work expected in a Carnegie unit. A 

school that chooses to use a credit hour 

curriculum would be required to 

determine the clock-to-credit-hour 

conversion requirements and credit 

hours to be awarded for coursework 

under that option. 

No matter which of the two options a 

school would select, it would have to 

ensure equivalent comprehensive 

coverage of the General, Airframe, and 

Powerplant curriculum subjects areas, 

including the course content items 

under them. 

b. General Curriculum Subjects 

Headings (Appendix B) 

As proposed, the ‘‘General 

Curriculum Subjects’’ headings, 

including proposed new and revised 

subject headings, would remain in 

Appendix B of part 147. In addition, 

those same subject headings would be 

included in each school’s Operations 

Specification B002, captioned ‘‘General 

Curriculum Subjects.’’ The FAA 

proposes to delete the course content 

items currently included under each 

curriculum subject heading in the 

appendix. These course content items, 

as well as new course content items for 

the new and revised subject headings, 

would be included in each school’s 

operations specifications, as 

recommended by the ARAC Report. 

These items would be listed in each 

school’s Operations Specification B002 

under the corresponding subject 

heading. Once the course content items 

were included in a school’s Operations 

Specifications, the FAA and the school 

could amend them as needed to keep 

pace with ongoing changes in 

technology. The proposed ‘‘General 

Curriculum Subjects’’ headings are as 

follows: 

A. Fundamental Electricity and Electronics 

B. Aircraft Drawings 

C. Weight and Balance 

D. Fluid Lines and Fittings 

E. Aircraft Materials, Hardware, and 

Processes 

F. Ground Operations and Servicing 

G. Cleaning and Corrosion Control 

H. Mathematics 

I. Maintenance Forms, Records, and 

Publications 

J. Physics for Aviation 

K. Inspection Concepts and Techniques 

L. Mechanic Privileges and Limitations 

M. Human Factors 

N. Foreign Object Elimination (FOE) 

O. Alerts, Cautions, and Warning Indications 

The above proposed ‘‘General 

Curriculum Subjects’’ headings differ 

from the existing subject headings as 

follows: 

• Proposed subject heading ‘‘A’’ 

(‘‘Fundamental Electricity and 

Electronics’’) would be a change from 

the existing subject heading ‘‘A’’ (‘‘Basic 

Electricity’’). This revision is needed to 

better reflect evolving technological 

changes, with emphasis on electronics 

required for maintaining current and 

newer aircraft types. 

• Proposed subject heading ‘‘E’’ 

(‘‘Aircraft Materials, Hardware, and 

Processes’’) would be a change from the 

existing subject heading ‘‘E’’ (‘‘Materials 

and Processes’’). This revision is needed 

to highlight the differences between 

aircraft materials, hardware, and 

specific processes, such as new 

nondestructive testing methods and 

techniques. 

• Proposed subject heading ‘‘I’’ 

(‘‘Maintenance Forms, Records, and 

Publications’’) would be a change from 

the existing subject heading ‘‘I’’ 

(‘‘Maintenance Forms and Records’’). 

Items to be covered would include 

completing miscellaneous forms, using 

appropriate terminologies, and 

familiarization with pertinent records 

and publications. This would also help 

ensure that students have the ability to 

read and understand publications and 

FAA regulations. This heading would 

also encompass what is in the current 

subject heading ‘‘K’’ (‘‘Maintenance 

Publications).’’ Accordingly, 

‘‘Maintenance Publications’’ would be 

deleted as a separate subject heading. 

• Proposed subject heading ‘‘J’’ 

(‘‘Physics for Aviation’’) would be a 

change from the existing subject 

heading ‘‘J’’ (‘‘Basic Physics’’). This 

change would better reflect the specifics 

of aviation physics that should be 

taught. 

• A new subject heading ‘‘K’’ is 

proposed entitled ‘‘Inspection Concepts 

and Techniques.’’ This would replace 

the current subject heading ‘‘K’’ 

(‘‘Maintenance Publications’’), which is 

now part of proposed subject heading 

‘‘I.’’ Inspections are a key element in 

any good maintenance practice and 

require a high degree of knowledge and 

practical application. Inspections vary 

from nondestructive testing to general 

visual and detailed visual inspections— 

all of which must be performed in 

accordance with approved or acceptable 

data. 

• A new subject heading ‘‘M’’ is 

proposed entitled ‘‘Human Factors.’’ 

Aviation maintenance is always in a 

state of flux. Evolving aircraft design 

and manufacturing contain materials, 

powerplants, and electronic subsystems 

that did not exist in earlier models. This 

situation is compounded by the growing 

number of aging aircraft. Technicians 

are working longer hours and different 

shifts. Maintenance technicians are 

increasingly using sophisticated 

equipment and procedures to maintain 

modern aircraft. Human error is the 

primary, or a contributing factor, in 80% 

(or more) of aviation incidents/

accidents. Workers routinely commit 

errors that result in injuries, damage to 

equipment, regulatory non-compliance, 

breaches of flight safety, and more. The 

goal of introducing human factors 

training into the schools’ General 

curriculum is to help aviation 

technicians recognize the situations that 

can lead to error. This training would 


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help identify and address the human 

factors hazards that jeopardize workers 

and the safety of flight. The requirement 

would also help harmonize FAA rules 

with those of other international 

authorities. 

• A new subject heading ‘‘N’’ is 

proposed entitled ‘‘Foreign Object 

Elimination (FOE).’’ Foreign objects 

have been a major cause of aircraft 

damage and ad hoc maintenance. This 

damage has led to disastrous aviation 

accidents. Raising the awareness of 

foreign object elimination principals 

and techniques in a school’s curriculum 

is a positive first step in foreign object 

damage elimination. 

• A new subject heading ‘‘O’’ is 

proposed entitled ‘‘Alerts, Cautions, and 

Warning Indications.’’ Current and 

future flight deck designs incorporate 

sophisticated flight crew alerting 

systems. The existing curriculums do 

not take into consideration this state of 

the art technology, or associated safety 

and implementation issues associated 

with maintaining these alerting systems. 

c. Airframe Curriculum Subjects 

Headings (Appendix C) 

Similar to the General Curriculum 

Subjects headings amendments 

proposed above, the Airframe 

Curriculum Subject headings, including 

proposed new and revised subject 

headings, would remain in part 147, in 

this case, in Appendix C. In addition, 

those same subject headings would be 

included in each school’s Operations 

Specification B003, captioned 

‘‘Airframe Curriculum Subjects.’’ The 

FAA proposes to delete the course 

content items currently included under 

each curriculum subject heading in the 

appendix. These course content items, 

as well as new course content items for 

the new and revised subject headings, 

would be included in each school’s 

operations specifications, as 

recommended by the ARAC Report. 

These items would be listed in each 

school’s Operations Specification B003 

under the corresponding subject 

heading. Once the course content items 

were included in a school’s operations 

specifications, the FAA and the school 

could amend them as needed to keep 

pace with ongoing changes in 

technology. 

The FAA proposes to eliminate the 

two Appendix C sub-headings: ‘‘I. 

Airframe Structures’’ and ‘‘II. Airframe 

Systems and Components.’’ Instead, all 

subject headings would be included 

under the main Appendix C heading 

‘‘Airframe Curriculum Subjects.’’ The 

proposed ‘‘Airframe Curriculum 

Subjects’’ headings are as follows: 

A. Metallic Structures 

B. Non-Metallic Structures 

C. Flight Controls 

D. Airframe Inspection 

E. Landing Gear Systems 

F. Hydraulic and Pneumatic Systems 

G. Environmental Systems 

H. Aircraft Instrument Systems 

I. Communication and Navigation Systems 

J. Aircraft Fuel Systems 

K. Aircraft Electrical Systems 

L. Ice and Rain Control Systems 

M. Airframe Fire Protection Systems 

N. Rotorcraft Fundamentals 

O. Water and Waste Systems 

The above proposed ‘‘Airframe 

Curriculum Subjects’’ headings differ 

from the existing subject headings as 

follows: 

• The proposed new subject heading 

‘‘Metallic Structures’’ (proposed subject 

‘‘A’’) would be a change from the 

existing subject heading (‘‘Wood 

Structures’’—current subject ‘‘I.A’’). 

This revision, along with the proposed 

revision to subject I.B (proposed ‘‘NonMetallic Structures’’—proposed subject 

‘‘B’’), is necessary to reflect a more 

useful division between metallic 

structures and non-metallic (including 

wood) structures. Metallic structures 

would cover aviation-related sheet 

metals, rivets, hardware, special 

fasteners, heat treatments, welding, 

forming, and the importance of using 

the Structural Repair Manual. 

• The proposed new subject heading 

‘‘Non-Metallic Structures’’ (proposed 

subject ‘‘B’’) would be a change from the 

existing subject heading (‘‘Aircraft 

Covering’’—current subject ‘‘I.B’’). This 

section would incorporate wood 

structures, aircraft coverings, 

composites, plastics, and glass. The 

subject matters currently included in 

the existing subject heading ‘‘Aircraft 

Finishes’’ (current subject ‘‘I.C’’) would 

be covered in the proposed subject 

heading ‘‘G’’ titled ‘‘Cleaning and 

Corrosion Control’’ in the General 

Curriculum Subjects in Appendix B. 

The FAA proposes a new subject 

heading to read ‘‘Flight Controls’’ 

(proposed subject ‘‘C’’). This subject 

heading would cover topics such as 

primary and secondary flight controls, 

structure alignment, and control surface 

indicators. It would also include the 

assembly and rigging subject matter that 

is currently listed as subject ‘‘I.F’’ 

(‘‘Assembly and Rigging’’) in Appendix 

C. Accordingly, ‘‘Assembly and 

Rigging’’ would be deleted as a separate 

subject heading. 

• The subject matters included in the 

current subject heading ‘‘Sheet Metal 

and Non-Metallic Structures’’ (current 

subject ‘‘I.D’’) would be covered in the 

proposed new subject headings 

‘‘Metallic Structures’’ and ‘‘NonMetallic Structures’’ (discussed above). 

Therefore, the agency proposes to 

remove that subject heading. 

• The subject matters included in the 

current subject heading ‘‘Welding’’ 

(current subject ‘‘I.E’’) would be covered 

in the proposed subject heading 

‘‘Metallic Structures’’ (discussed above). 

Therefore, the agency proposes to 

remove that subject heading. 

• While the subject matters included 

in the current heading ‘‘Airframe 

Inspection’’ would remain in Appendix 

C, they would no longer be in subject 

heading ‘‘I.G.’’ Under this proposal, they 

would be moved to subject heading ‘‘D.’’ 

• While the subject matters included 

in the current heading ‘‘Aircraft Landing 

Gear Systems’’ would remain in 

Appendix C, they would no longer be in 

subject heading ‘‘II.A.’’ Under this 

proposal, they would move to subject 

heading ‘‘E,’’ which would be captioned 

‘‘Landing Gear Systems.’’ 

• While the subject matters included 

in the current heading ‘‘Hydraulic and 

Pneumatic Power Systems’’ would 

remain in Appendix C, they would no 

longer be in subject heading ‘‘II.B.’’ 

Under this proposal, they would move 

to subject heading ‘‘F,’’ which would be 

captioned ‘‘Hydraulic and Pneumatic 

Systems.’’ 

• While the subject matters included 

in the current heading ‘‘Cabin 

Atmosphere Control Systems’’ would 

remain in Appendix C, they would no 

longer be in subject heading ‘‘II.C.’’ 

Under this proposal, they would move 

to subject heading ‘‘G,’’ which would be 

captioned ‘‘Environmental Systems.’’ 

This title better describes the course 

content, which covers cabin 

environmental systems, including the 

inspection, servicing, and 

troubleshooting of oxygen systems and 

instrument cooling systems. 

• While the subject matters included 

in the current heading ‘‘Aircraft 

Instrument Systems’’ would remain in 

Appendix C, they would no longer be in 

subject heading ‘‘II.D.’’ Under this 

proposal, they would move to subject 

heading ‘‘H.’’ 

• While the subject matters included 

in the current heading ‘‘Communication 

and Navigation Systems’’ would remain 

in Appendix C, they would no longer be 

in subject heading ‘‘II.E.’’ Under this 

proposal, they would move to subject 

heading ‘‘L.’’ 

• While the subject matters included 

in the current heading ‘‘Aircraft Fuel 

Systems’’ would remain in Appendix C, 

they would no longer be in subject 

heading ‘‘II.F.’’ Under this proposal, 

they would move to subject heading ‘‘J.’’ 

• While the subject matters included 

in the current heading ‘‘Aircraft 


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Electrical Systems’’ would remain in 

Appendix C, they would no longer be in 

subject heading ‘‘II.G.’’ Under this 

proposal, they would move to subject 

heading ‘‘K.’’ 

• While the subject matters included 

in the current heading ‘‘Position and 

Warning Systems’’ would remain in 

Appendix C, they would no longer be in 

subject heading ‘‘II.H.’’ Under this 

proposal, they would be included in 

proposed subject heading ‘‘E’’ (‘‘Landing 

Gear Systems’’) because its course 

content items are appropriate to be 

covered in that subject. Accordingly, 

‘‘Position and Warning Systems’’ would 

be deleted as a separate subject heading. 

• While the subject matters included 

in the current heading ‘‘Ice and Rain 

Control Systems’’ would remain in 

Appendix C, they would no longer be in 

subject heading ‘‘II.I.’’ Under this 

proposal, they would move to subject 

heading ‘‘L.’’ 

• While the subject matters included 

in the current heading ‘‘Fire Protection 

Systems’’ would remain in Appendix C, 

they would no longer be in subject 

heading ‘‘II.J.’’ Under this proposal, they 

would move to subject heading ‘‘M’’ and 

be retitled ‘‘Airframe Fire Protection 

Systems.’’ 

• The FAA proposes to add a new 

subject heading entitled ‘‘Rotorcraft 

Fundamentals’’ (new subject heading 

‘‘N’’) to address maintenance items such 

as rotorcraft fundamentals, 

transmissions, and operation of rotor 

systems. 

• The FAA proposes to add a new 

subject heading entitled ‘‘Water and 

Waste Systems’’ (new subject heading 

‘‘O’’) to address the advances in potable 

water and lavatory waste systems. 

Additionally, there is the potential for 

the accumulation of ice if the systems 

are not operated, maintained, or 

serviced properly. This ice could detach 

from the aircraft causing damage to the 

aircraft and raising safety issues on the 

ground. 

d. Powerplant Curriculum Subjects 

Headings (Appendix D) 

Similar to the General and the 

Airframe curriculum subjects headings 

amendments proposed above, the 

‘‘Powerplant Curriculum Subjects’’ 

headings, including proposed new and 

revised subject headings, would remain 

in part 147, in this case, in Appendix D. 

In addition, those same subject headings 

would be included in each school’s 

Operations Specification B004, 

captioned ‘‘Powerplant Curriculum 

Subjects.’’ The FAA proposes to delete 

the course content items currently 

included under each curriculum subject 

heading in the appendix. These course 

content items, as well as new course 

content items for the new and revised 

subject headings, would be included in 

each school’s operations specifications, 

as recommended by the ARAC Report. 

These items would be listed in each 

school’s Operations Specification B004 

under the corresponding subject 

heading. Once the course content items 

were included in a school’s operations 

specifications, the FAA and the school 

could amend them as needed to keep 

pace with ongoing changes in 

technology. 

The FAA proposes to eliminate the 

two Appendix D sub-headings: ‘‘I. 

Powerplant Theory and Maintenance’’ 

and ‘‘II. Powerplant Systems and 

Components.’’ Instead, all subject 

headings would be included under the 

main Appendix D heading ‘‘Powerplant 

Curriculum Subjects.’’ The proposed 

‘‘Powerplant Curriculum Subjects’’ 

headings are as follows: 

A. Reciprocating Engines 

B. Turbine engines 

C. Engine Inspection 

D. Engine Instrument Systems 

E. Engine Fire Protection Systems 

F. Engine Electrical Systems 

G. Lubrication Systems 

H. Ignition and Starting Systems 

I. Fuel Metering Systems 

J. Reciprocating Engine Induction and 

Cooling Systems 

K. Turbine Engine Air Systems 

L. Engine Exhaust and Reverser Systems 

M. Propellers 

The above proposed ‘‘Powerplant 

Curriculum Subjects’’ headings differ 

from the existing subject headings as 

follows: 

• The FAA is proposing to combine 

the existing subject headings ‘‘Fuel 

Metering Systems’’ (current subject 

‘‘II.F’’) and ‘‘Engine Fuel Systems’’ 

(current subject ‘‘II.G’’) under a new 

subject heading: ‘‘Fuel Metering 

Systems’’ (proposed subject ‘‘I’’). 

• The FAA is proposing to combine 

the existing subject headings of 

‘‘Induction and Engine Airflow 

Systems’’ (current subject ‘‘II.H’’) and 

‘‘Engine Cooling Systems’’ (current 

subject ‘‘II.I’’) under a new subject 

heading: ‘‘Reciprocating Engine 

Induction and Cooling Systems’’ 

(proposed subject ‘‘J’’). This revised 

subject would incorporate induction 

and cooling systems designs, 

components, and inspection practices. 

• The FAA proposes to add a new 

subject heading: ‘‘Turbine Engine Air 

Systems’’ (proposed subject ‘‘K’’). This 

section would address engine anti ice 

systems, compressor bleed systems, and 

turbine case cooling. 

• The FAA proposes to remove the 

subject ‘‘Unducted Fans’’ (current 

subject ‘‘II.L’’) from the Powerplant 

Curriculum Subjects of Appendix D. In 

the late 1970’s, the unducted fan engine 

(a type of aircraft engine related in 

concept to both the turboprop and 

turbofan, but different from both) was 

under consideration for use on 

commercial airliners because of its fuel 

economy benefits. Since fuel costs 

became an increasingly significant 

aspect for commercial aviation, engine 

designers felt the unducted fan would 

become a viable solution. For that 

reason, the FAA added unducted fans to 

the aviation maintenance technician 

school powerplant curriculum in 1992. 

Because unducted fan technology never 

became popular, the FAA is proposing 

to remove this subject from the 

powerplant curriculum. 

e. Curriculum Course Content 

One of the primary objectives of this 

proposed rulemaking is to establish a 

regulatory basis for the FAA to issue 

operations specifications to aviation 

maintenance technician schools as a 

tool for their management and oversight. 

As discussed above, in order to facilitate 

keeping the schools’ curriculums up-todate, the FAA proposes to remove the 

course content items listed under each 

subject heading in Appendices B–D and 

place them in each school’s operations 

specifications. Current § 147.5 provides 

for the FAA to issue operations 

specifications to certificate holders who 

meet the requirements of part 147, and 

we are not proposing to change that. We 

are, however, proposing to amend 

§ 147.3 to provide that no person may 

operate as an aviation maintenance 

technician school without or in 

violation of a certificate, rating, or 

operations specifications. And, the FAA 

is proposing a new § 147.9 that would 

provide, among other things, that each 

school’s operations specifications 

contain its complete curriculum and the 

descriptions required under each of the 

subjects specified in the part 147 

appendices. In addition, in order to 

facilitate keeping course content and 

other items included in the schools’ 

operations specifications up to date, we 

are proposing a new § 147.10 that would 

provide processes for amending, 

suspending, or terminating operations 

specifications, including processes for 

petitioning for reconsideration of a 

decision adverse to the certificate 

holder. Whenever a proposed process 

states the submission must be written or 

in writing, the FAA contemplates that 

the submission could be a paper 

submission, one filed electronically, or 

both. 

In a case where the certificate-holding 

district office found, under proposed 


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§ 147.10(f), that an emergency existed 

that required immediate action with 

respect to safety in air transportation or 

air commerce, the above-referenced 

administrative processes would not 

apply. The affected certificate holder 

could appeal the action that amended, 

suspended, or terminated the operation 

specification to the appropriate United 

States Court of Appeals as a final order 

of the Administrator under 49 U.S.C. 

46110(a). 

Because the FAA is proposing to 

remove the course curriculum items 

from the appendices of part 147 and 

require that all course curriculum items 

be placed in each school’s operations 

specifications, all certificated aviation 

maintenance technician schools would 

be required to submit new curriculums 

to the FAA for approval. Current FAA 

Advisory Circular AC 147–3A 

(Certification and Operation of Aviation 

Maintenance Technician Schools) lists 

the course curriculum items from the 

appendices, and suggests acceptable 

options to the curriculums. This 

Advisory Circular is currently 

undergoing revision by the FAA. If this 

proposed rule becomes final, the FAA 

will further revise this Advisory 

Circular to provide guidance on how the 

schools can develop the required 

curriculums based on the existing 

course content items in the current 

appendices, and also on developing new 

course content items for the proposed 

new and revised subject headings. We 

are also proposing in § 147.21(a) to 

permit, with FAA approval, a school to 

teach approved curriculum subjects at 

levels exceeding those specified in the 

school’s operations specifications. This 

change reflects that the FAA’s rules are 

considered minimum standards that 

certificate holders may exceed. It also is 

consistent with the provision in current 

§ 147.21(c) that the course content items 

must be taught to at least the indicated 

level of proficiency defined in appendix 

A. In order to facilitate future 

curriculum updates, the FAA is 

considering the creation of a 

Maintenance Training Review Board 

(MTRB) that would assess evolving 

industry needs on a recurring basis. The 

MTRB would review and recommend 

subsequent amendments to the 

curriculums. Under the procedures in 

proposed § 145.10, certificate holders 

and the FAA could agree upon 

appropriate curriculum changes when 

needed, and the operations 

specifications could be amended 

accordingly. 

f. Distance Learning (§ 147.31(g)) 

A form of information sharing for 

educational purposes using computer 

systems away from the traditional 

classroom setting has become known as 

‘‘distance learning.’’ Distance learning 

(also known by other terms such as Elearning, home study, self-guided 

training, virtual classroom, distributed 

training, computer-based training (CBT) 

and Web-based training (WBT)) can be 

an effective means of teaching that 

affords a low cost alternative to 

classroom training when applied to a 

select group of curriculum subject areas. 

It is also an alternative that is timely and 

appropriate in today’s challenging 

economic environment. Therefore, the 

FAA is proposing a new paragraph (g) 

to § 147.31 to provide the option for 

distance learning instruction under 

certain circumstances approved by the 

FAA. 

g. Change Instructor Requirements 

(§ 147.23) 

The FAA proposes to revise the 

instructor requirements for certificated 

aviation maintenance technician 

schools to allow specially qualified 

instructors, who may not be FAAcertificated technicians, to teach certain 

courses when approved by the FAA. 

This proposed amendment would 

alleviate the limitation for non-FAAcertificated instructors to teach only in 

the General curriculum. This proposal 

would allow qualified non-FAAcertificated instructors to teach not only 

in the General curriculum, but also the 

Airframe, and/or Powerplant 

curriculums if deemed qualified and 

subsequently approved by the FAA. 

Each school would be required to 

maintain and keep in its operations 

specifications an up-to-date list of the 

names and qualifications of all its 

instructors. 

h. Written Knowledge Test (§ 147.31) 

The FAA proposes to add a new 

paragraph (f) to § 147.31 that would 

permit a student who had successfully 

completed the General curriculum to 

take the general written knowledge test 

even if the student had not met the 

experience requirements of 14 CFR 

65.77. Section 65.75(a) provides that 

applicants for a mechanic certificate or 

rating must, after meeting the applicable 

experience requirements of § 65.77, pass 

a written test. Under this proposal, 

whenever a certificated aviation 

maintenance technician school 

demonstrates to an FAA Aviation Safety 

Inspector (ASI) with oversight 

responsibility for the school that a 

student has made satisfactory progress 

at the school, the student could take the 

aviation mechanic written general 

knowledge test. 

i. Change of Location Requirements 

(§ 147.41) 

The FAA proposes to amend § 147.41 

to retain the requirement that an 

aviation maintenance technician school 

certificate holder may not change the 

school’s physical location unless the 

change is approved in advance by the 

FAA, and that an application for the 

change must be made 30 days in 

advance of the contemplated move. 

However, the agency proposes to 

remove the current text that states if a 

school changes its location without FAA 

approval, ‘‘the certificate is revoked.’’ 

All certificate holders are entitled to due 

process before a certificate action could 

be final. Accordingly, we propose to 

remove existing text that states: ‘‘If he 

[the certificate holder] changes its 

location without approval, the 

certificate is revoked.’’ Because each 

certificate holder’s operations 

specifications would include the 

physical address of the primary location 

of the school, we are proposing that new 

§ 147.41 contain the requirement that 

the new location be listed in the 

school’s operations specifications. Also, 

and as discussed below, we propose to 

remove gender-specific language from 

this section (e.g., ‘‘he’’) and from other 

sections of part 147. 

j. Inspection Requirements (§ 147.43) 

The FAA proposes to amend § 147.43 

for clarity and to remove inappropriate 

text related to FAA inspection policies 

(e.g., on expected frequency of and 

procedures related to inspections of 

aviation maintenance technician 

schools). The section, as proposed, 

would require only that a school allow 

the FAA to inspect it at any time to 

determine compliance with the 

applicable regulations. 

k. Advertising (§ 147.45) 

The FAA proposes to remove this 

section in its entirety. The FAA believes 

that Federal and State laws adequately 

protect the public from false and 

misleading advertising. Moreover, the 

FAA’s mandate is to regulate aviation 

safety, not the advertising of the entities 

it regulates. 

l. Duration of Certificate (§ 147.7) 

The FAA proposes to revise § 147.7 to 

add a requirement that an aviation 

maintenance technician school 

certificate surrender is not complete 

until the FAA accepts it for 

cancellation. This new surrender 

requirement would codify existing FAA 

policy, and would prevent a school 

under investigation from attempting to 

circumvent a possible enforcement 

action that could result in a revocation 


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of the school’s certificate by 

surrendering the certificate to stop the 

investigation before it could be 

completed. 

m. Gender References 

The FAA proposes to amend several 

sections of part 147 (specifically, 

§§ 147.13, 147.15, 147.17, 147.31(c), and 

147.41) to remove gender-specific 

language (‘‘he’’) from the current text, 

and revise the text to use gender-neutral 

terms. 

n. Miscellaneous 

The FAA proposes to remove current 

§§ 147.36, 147.37, and 147.38 because 

they are unnecessary in light of the 

corresponding initial certification 

requirements, which are continuing and 

ongoing. For example, current 

§§ 147.13, 147.21, and 147.23 each 

require an ‘‘applicant’’ to have or 

provide certain things, whereas the 

sections that would be removed require 

the continuation the initial requirement. 

We also propose to revise §§ 147.13, 

147.21, 147.23, and others, where 

pertinent, to read: ‘‘Each certificated 

aviation maintenance technician school 

must . . . .’’ Those requirements then 

would apply to an applicant for a 

certificate and would continue to apply 

to the school while in operation. 

We are also proposing minor, nonsubstantive revisions throughout part 

147 for clarity. 

IV. Regulatory Notices and Analyses 

A. Regulatory Evaluation 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 and 

Executive Order 13563 direct that each 

Federal agency shall propose or adopt a 

regulation only upon a reasoned 

determination that the benefits of the 

intended regulation justify its costs. 

Second, the Regulatory Flexibility Act 

of 1980 (Pub. L. 96–354) requires 

agencies to analyze the economic 

impact of regulatory changes on small 

entities. Third, the Trade Agreements 

Act (Pub. L. 96–39) prohibits agencies 

from setting standards that create 

unnecessary obstacles to the foreign 

commerce of the United States. In 

developing U.S. standards, this Trade 

Act requires agencies to consider 

international standards and, where 

appropriate, that they be the basis of 

U.S. standards. Fourth, the Unfunded 

Mandates Reform Act of 1995 (Pub. L. 

104–4) requires agencies to prepare a 

written assessment of the costs, benefits, 

and other effects of proposed or final 

rules that include a Federal mandate 

likely to result in the expenditure by 

State, local, or tribal governments, in the 

aggregate, or by the private sector, of 

$100 million or more annually (adjusted 

for inflation with base year of 1995). 

This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this proposed rule. 

We suggest readers seeking greater 

detail read the full regulatory 

evaluation, a copy of which we have 

placed in the docket for this rulemaking. 

In conducting these analyses, the FAA 

has determined that this proposed rule: 

(1) Has benefits that justify its costs, (2) 

is not an economically ‘‘significant 

regulatory action’’ as defined in section 

3(f) of Executive Order 12866, (3) is 

‘‘significant’’ as defined in DOT’s 

Regulatory Policies and Procedures; (4) 

would not have a significant economic 

impact on a substantial number of small 

entities; (5) would not create 

unnecessary obstacles to the foreign 

commerce of the United States; and (6) 

would not impose an unfunded 

mandate on state, local, or tribal 

governments, or on the private sector by 

exceeding the threshold identified 

above. These analyses are summarized 

below. 

1. Total Benefits and Costs of This Rule 

Benefits would accrue from changing 

curriculum hours, which would lower 

the more costly laboratory time (while 

offset by increasing classroom time) and 

also from eliminating the exemptions 

currently issued for aviation mechanic 

testing requirements. The estimated 

total benefits of this rule are about $10 

million ($7 million, present value at 

7%). 

The two compliance costs of the rule 

are initial curriculum revisions and 

subsequent curriculum revisions, The 

estimated total costs are about $4 

million ($3 million, present value at 

7%). 

Net benefits equal approximately $7 

million ($3 million, present value at 

7%). 

NET BENEFITS

Year 

Benefits Cost 

Net 

benefits 

Present 

value 

net 

benefits 

Exemptions Changes 

to the 

curriculum 

hours 

Total 

benefits 

Initial 

curriculum 

revisions 

Subsequent 

curriculum 

revisions 

Total 

Private costs 

sector Government 

2016–2025 .......................................... $63,429 $185,403 $10,206,000 $10,454,831 $3,456,430 $315,801 $3,772,230 $6,682,601 $3,346,000 

2. Who is potentially affected by this 

rule? 

Aviation maintenance technician 

schools and the FAA. 

3. Assumptions 

• The analysis is conducted in 

constant dollars with 2014 as the base 

year. 

• We calculated the present value of 

the potential benefit stream by 

discounting the monetary values using a 

7 percent interest rate from 2016 to 

2025. 

• This final rule will become effective 

in 2016. We assume the compliance 

date will be one year after the effective 

date (2017). 

• We assume no growth in the 

number of Aviation Maintenance 

Technician Schools. 

• As per DOT guidance, we assume 

that there will be a 1.18 percent 

projected annual increase in real wages. 

4. Benefits 

From 2016 to 2025, the estimated total 

benefits of this rule to aviation 

maintenance technician schools, and 

the FAA are about $10 million ($7 

million, present value at 7%). 

5. Costs 

From 2016 to 2025, the estimated total 

costs are about $4 million ($3 million, 

present value at 7%). 

B. Regulatory Flexibility Determination 

The Regulatory Flexibility Act of 1980 

(Pub. L. 96–354) (RFA) establishes ‘‘as a 

principle of regulatory issuance that 

agencies shall endeavor, consistent with 

the objectives of the rule and of 

applicable statutes, to fit regulatory and 

informational requirements to the scale 

of the businesses, organizations, and 

governmental jurisdictions subject to 

regulation. To achieve this principle, 


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agencies are required to solicit and 

consider flexible regulatory proposals 

and to explain the rationale for their 

actions to assure that such proposals are 

given serious consideration.’’ The RFA 

covers a wide-range of small entities, 

including small businesses, not-forprofit organizations, and small 

governmental jurisdictions. 

Agencies must perform a review to 

determine whether a rule will have a 

significant economic impact on a 

substantial number of small entities. If 

the agency determines that it will, the 

agency must prepare a regulatory 

flexibility analysis as described in the 

RFA. 

However, if an agency determines that 

a rule is not expected to have a 

significant economic impact on a 

substantial number of small entities, 

section 605(b) of the RFA provides that 

the head of the agency may so certify 

and a regulatory flexibility analysis is 

not required. The certification must 

include a statement providing the 

factual basis for this determination, and 

the reasoning should be clear. 

The FAA identified a total of 20 

proprietary technician schools with less 

than 1,500 employees which are 

classified as small entities. 

The FAA believes that this proposed 

rule would not have a significant 

economic impact on a substantial 

number of entities for the following 

reason: 

The FAA estimates that their ratio of 

annualized costs to annual revenue is 

between 0.004% and 0.599%, which is 

not considered a significant economic 

impact. Therefore, as provided in 

section 605(b), the head of the FAA 

certifies that this rulemaking will not 

result in a significant economic impact 

on a substantial number of small 

entities. 

C. International Trade Impact 

Assessment 

The Trade Agreements Act of 1979 

(Pub. L. 96–39), as amended by the 

Uruguay Round Agreements Act (Pub. 

L. 103–465), prohibits Federal agencies 

from establishing standards or engaging 

in related activities that create 

unnecessary obstacles to the foreign 

commerce of the United States. 

Pursuant to these Acts, the 

establishment of standards is not 

considered an unnecessary obstacle to 

the foreign commerce of the United 

States, so long as the standard has a 

legitimate domestic objective, such the 

protection of safety, and does not 

operate in a manner that excludes 

imports that meet this objective. The 

statute also requires consideration of 

international standards and, where 

appropriate, that they be the basis for 

U.S. standards. The FAA has assessed 

the potential effect of this proposed rule 

and determined that the objective would 

only affect domestic firms therefore 

would not create unnecessary obstacles 

to the foreign commerce of the United 

States. 

D. Unfunded Mandates Assessment 

Title II of the Unfunded Mandates 

Reform Act of 1995 (Pub. L. 104–4) 

requires each Federal agency to prepare 

a written statement assessing the effects 

of any Federal mandate in a proposed or 

final agency rule that may result in an 

expenditure of $100 million or more (in 

1995 dollars) in any one year by State, 

local, and tribal governments, in the 

aggregate, or by the private sector; such 

a mandate is deemed to be a ‘‘significant 

regulatory action.’’ The FAA currently 

uses an inflation-adjusted value of $151 

million in lieu of $100 million. This 

proposed rule does not contain such a 

mandate; therefore, the requirements of 

Title II of the Act do not apply. 

E. Paperwork Reduction Act 

The Paperwork Reduction Act of 1995 

(44 U.S.C. 3507(d)) requires that the 

FAA consider the impact of paperwork 

and other information collection 

burdens imposed on the public. 

According to the 1995 amendments to 

the Paperwork Reduction Act (5 CFR 

1320.8(b)(2)(vi)), an agency may not 

collect or sponsor the collection of 

information, nor may it impose an 

information collection requirement 

unless it displays a currently valid 

Office of Management and Budget 

(OMB) control number. 

This proposed rule would impose the 

following amended information 

collection requirements. As required by 

the Paperwork Reduction Act of 1995 

(44 U.S.C. 3507(d)), the FAA has 

submitted these information collection 

amendments to OMB for its review. 

Notice of OMB approval for these 

information collections will be 

published in a future Federal Register 

document. 

Summary: The FAA proposes to 

amend the regulations governing the 

curriculum and operations of FAAcertificated Aviation Maintenance 

Technician Schools (AMTS). These 

amendments would modernize and 

reorganize the required curriculum 

subjects in the appendices of the current 

regulations. They would also remove 

the course content items currently 

located in the appendices and require 

that they be placed in each AMTS’s 

operations specifications so they could 

more easily be amended when 

necessary. 

Respondents (including number of): 

There are 162 technician schools 

affected by this rule. 

I. Private Sector Costs and Cost-Savings 

A. Initial Curriculum Revisions 

All active certificated technician 

schools will be required to submit a new 

curriculum to the FAA and issue 

updated OpSpecs. 

We assumed: 

• 162 technician schools. 

• 320 hours for a manager and 80 

hours for an administrative assistant for 

the initial revision. 

• 32 hours for a manager and 8 hours 

for an administrative assistant for 

subsequent revisions. 

• 10 percent of the curriculums 

would be rejected in every submission. 

• Subsequent submissions would 

occur in the same year when 

curriculums are rejected. 

First Year Costs 

Cost = $0. 

Time = 0. 

Second Year Costs 

Cost = (162 x ((320 hours × $40.79) + (80 

hours × $20.05))) + (18 × ((32 hours 

× $40.79) + (8 hours × $20.05))) = 

$2,400,523. 

Time = (162 × (320 hours + 80 hours)) 

+ (18 × (32 hours + 8 hours)) = 

65,520 hours. 

Subsequent Year Costs 

Cost = $0. 

Time = 0. 

Total Over 10 years 

Cost = $2,400,523. 

Time = 65,520 hours. 

Average Per Year 

Cost = $2,400,523/10 = $240,052. 

Time = 65,520 hours/10 = 6,552 hours. 

B. Subsequent Curriculum Revisions 

B.1. Requests for Amendments to the 

Curriculums 

Technician schools would submit 

requests for amendments to their 

curriculums. 

We assumed: 

• 9 requests per year. 

• We estimate a technician school 

manager and an administrative assistant 

would need 3 hours each. 

• A technician school director would 

need one hour to review and sign each 

amendment request. 

• For the wages we assume that there 

will be a 1.18 percent annual increase 

in real wages. 

First Year Costs 

Cost = $0. 


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Time = 0. 

Second Year Costs 

Cost = $0. 

Time = 0. 

Third Year Costs 

Cost = 9 × ((3 hours × $41.27) + (3 hours 

× $20.29) + (1 hour × $103.46)) = 

$2,593. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Fourth Year Costs 

Cost = 9 × ((3 hours × $41.75) + (3 hours 

× $20.52) + (1 hour × $104.68)) = 

$2,624. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Fifth Year Costs 

Cost = 9 × ((3 hours × $42.25) + (3 hours 

× $20.77) + (1 hour × $105.92)) = 

$2,655. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Sixth Year Costs 

Cost = 9 × ((3 hours × $42.74) + (3 hours 

× $21.01) + (1 hour × $107.17)) = 

$2,686. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Seventh Year Costs 

Cost = 9 × ((3 hours × $43.25) + (3 hours 

× $21.26) + (1 hour × $108.43)) = 

$2,718. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Eight Year Costs 

Cost = 9 × ((3 hours × $43.76) + (3 hours 

× $21.51) + (1 hour × $109.71)) = 

$2,750. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Ninth Year Costs 

Cost = 9 × ((3 hours × $44.28) + (3 hours 

× $21.76) + (1 hour × $111.01)) = 

$2,782. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Tenth Year Costs 

Cost = 9 × ((3 hours × $44.80) + (3 hours 

× $22.02) + (1 hour × $112.32)) = 

$2,815. 

Time = 9 × (3 hours + 3 hours + 1 hour) 

= 63 hours. 

Total Over 10 Years 

Cost = $2,593 + $2,624 + $2,655 + 

$2,686 + $2,718 + $2,750 + $2,782 

+ $2,815 = $21,622. 

Time = 8 × 63 hours = 504 hours. 

Average Per Year 

Cost = $21,622/10 = $2,162. 

Time = 504 hours/10 = 50 hours. 

B.2. Curriculum Revisions 

Once the amendments are approved, 

the technician school curriculums 

would have to be revised. 

We assumed: 

• 9 curriculums per year would be 

revised. 

• We estimate a technician school 

manager and an administrative assistant 

would need 32 hours and 8 hours, 

respectively to revise their curriculums. 

• For the wages we assume that there 

will be a 1.18 percent annual increase 

in real wages. 

First Year Costs 

Cost = $0. 

Time = 0. 

Second Year Costs 

Cost = $0. 

Time = 0. 

Third Year Costs 

Cost = 9 × ((32 hours × $41.27) + (8 

hours × $20.29)) = $13,345. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Fourth Year Costs 

Cost = 9 × ((32 hours × $41.75) + (8 

hours × $20.52)) = $13,503. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Fifth Year Costs 

Cost = 9 × ((32 hours × $42.25) + (8 

hours × $20.77)) = $13,662. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Sixth Year Costs 

Cost = 9 × ((32 hours × $42.74) + (8 

hours × $21.01)) = $13,823. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Seventh Year Costs 

Cost = 9 × ((32 hours × $43.25) + (8 

hours × $21.26)) = $13,986. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Eight Year Costs 

Cost = 9 × ((32 hours × $43.76) + (8 

hours × $21.51)) = $14,151. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Ninth Year Costs 

Cost = 9 × ((32 hours × $44.28) + (8 

hours × $21.76)) = $14,318. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Tenth Year Costs 

Cost = 9 × ((32 hours × $44.80) + (8 

hours × $22.02)) = $14,487. 

Time = 9 × (32 hours + 8 hours) = 360 

hours. 

Total Over 10 Years 

Cost = $13,345 + $13,503 + $13,662 + 

$13,823 + $14,986 + $14,151 + 

$14,318 + $14,487 = $111,277. 

Time = 8 × 360 hours = 2,880 hours. 

Average Per Year 

Cost = $111,277/10 = $11,128. 

Time = 2,880 hours/10 = 288 hours. 

C. Exemptions 

The proposed rule would eliminate 

exemptions currently issued for aviation 

mechanic testing requirements. 

We assumed: 

• 30 exemptions/extensions per year. 

• For each exemption/extension, we 

estimate 3 hours each for a technician 

school manager and an administrative 

assistant to write the exemption/ 

extension letter and for a technician 

school director 1 hour to review and 

sign the exemption/extension letter. 

• For the wages we assume that there 

will be a 1.18 percent annual increase 

in real wages. 

First Year Cost-Savings 

Cost-saving = $0. 

Time = 0. 

Second Year Cost-Savings 

Cost-saving = $0. 

Time = 0. 

Third Year Cost-Savings 

Cost-saving = $0. 

Time = 0. 

Fourth Year Cost-Savings 

Cost-saving = 30 × ((3 hours × $41.75) 

+ (3 hours × $20.52) + (1 hour × 

$104.68)) = $8,745. 

Time = 30 × (3 hours + 3 hours + 1 hour) 

= 210 hours. 

Fifth Year Cost-Savings 

Cost-saving = 30 × ((3 hours × $42.25) 

+ (3 hours × $20.77) + (1 hour × 

$105.92)) = $8,849. 

Time = 30 × (3 hours + 3 hours + 1 hour) 

= 210 hours. 

Sixth Year Cost-Savings 

Cost-saving = 30 × ((3 hours × $42.74) 

+ (3 hours × $21.01) + (1 hour × 

$107.17)) = $8,953. 

Time = 30 × (3 hours + 3 hours + 1 hour) 

= 210 hours. 

Seventh Year Cost-Savings 

Cost-saving = 30 × ((3 hours × $43.25) 

+ (3 hours × $21.26) + (1 hour × 

$108.43)) = $9,059. 

Time = 30 × (3 hours + 3 hours + 1 hour) 

= 210 hours. 


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Eight Year Cost-Savings 

Cost-saving = 30 × ((3 hours × $43.76) 

+ (3 hours × $21.51) + (1 hour × 

$109.71)) = $9,166. 

Time = 30 × (3 hours + 3 hours + 1 hour) 

= 210 hours. 

Ninth Year Cost-Savings 

Cost-saving = 30 × ((3 hours × $44.28) 

+ (3 hours × $21.76) + (1 hour × 

$111.01)) = $9,274. 

Time = 30 × (3 hours + 3 hours + 1 hour) 

= 210 hours. 

Tenth Year Cost-Savings 

Cost-saving = 30 × ((3 hours × $44.80) 

+ (3 hours × $22.02) + (1 hour × 

$112.32)) = $9,383. 

Time = 30 × (3 hours + 3 hours + 1 hour) 

= 210 hours. 

Total Over 10 Years 

Cost-savings = $8,745 + $8,849 + $8,953 

+ $9,059 + $9,166 + $9,274 + $9,383 

= $63,429. 

Time = 7 × 210 hours = 1,470 hours. 

Average Per Year 

Cost-savings = $63,429/10 = $6,343. 

Time = 1,470 hours/10 = 147 hours. 

II. Government Costs and Cost-Savings 

A. Initial Curriculum Revisions 

FSDOs will have to review and 

approve the technician school 

curriculums. 

We assumed: 

• 162 curriculums would be 

submitted. 

• 80 hours for a principal inspector to 

review the curriculums the first time 

and 16 hours for subsequent revisions. 

• 10 percent of the curriculums 

would be rejected in every submission. 

• Subsequent submissions would 

occur in the same year when 

curriculums are rejected. 

First Year Costs 

Cost = $0. 

Time = 0. 

Second Year Costs 

Cost = (162 × 80 hours × $79.70) + ((16 

+ 2) × 16 hours × $79.70) = 

$1,055,907. 

Time = (162 × 80 hours) + ((16 + 2) × 

16 hours) = 13,248 hours. 

Subsequent Year Costs 

Cost = $0. 

Time = 0. 

Total Over 10 Years 

Cost = $1,056,907. 

Time = 13,248 hours. 

Average Per Year 

Cost = $1,055,907/10 = $105,591. 

Time = 13,248 hours/10 = 1,325 hours. 

B. Subsequent Curriculum Revisions 

B.1. FAA To Approve or Reject the 

Requests 

The FAA would review and approve 

every request for amendments. 

We assumed: 

• The FAA would review and 

approve 9 requests per year. 

• A principal inspector would need 

16 hours for each review. 

• 10 percent of the curriculums 

would be rejected in every submission. 

• For the wages we assume that there 

will be a 1.18 percent annual increase 

in real wages. 

First Year Costs 

Cost = $0. 

Time = 0. 

Second Year Costs 

Cost = $0. 

Time = 0. 

Third Year Costs 

Cost = 9 × 16 hours × $80.64 = $11,613. 

Time = 9 × 16 hours = 144 hours. 

Fourth Year Costs 

Cost = 9 × 16 hours × $81.60 = $11,750. 

Time = 9 × 16 hours = 144 hours. 

Fifth Year Costs 

Cost = 9 × 16 hours × $82.56 = $11,888. 

Time = 9 × 16 hours = 144 hours. 

Sixth Year Costs 

Cost = 9 × 16 hours × $83.53 = $12,029. 

Time = 9 × 16 hours = 144 hours. 

Seventh Year Costs 

Cost = 9 × 16 hours × $84.52 = $12,171. 

Time = 9 × 16 hours = 144 hours. 

Eight Year Costs 

Cost = 9 × 16 hours × $85.52 = $12,314. 

Time = 9 × 16 hours = 144 hours. 

Ninth Year Costs 

Cost = 9 × 16 hours × $86.52 = $12,459. 

Time = 9 × 16 hours = 144 hours. 

Tenth Year Costs 

Cost = 9 × 16 hours × $87.55 = $12,607. 

Time = 9 × 16 hours = 144 hours. 

Total Over 10 Years 

Cost = $11,613 + $11,750 + $11,888 + 

$12,029 + $12,171 + $12,314 + 

$12,459 + $12,607 = $96,830. 

Time = 8 × 144 hours = 1,152 hours. 

Average Per Year 

Cost = $96,830/10 = $9,683. 

Time = 1,152 hours/10 = 115 hours. 

B.2. Curriculum Revisions 

The FAA would need to approve the 

technician school curriculums. 

We assumed: 

• 8 curriculums per year would be 

approved. 

• A principal inspector would need 

16 hours for each review. 

• 10 percent of the curriculums 

would be rejected in every submission. 

• For the wages we assume that there 

will be a 1.18 percent annual increase 

in real wages. 

First Year Costs 

Cost = $0. 

Time = 0. 

Second Year Costs 

Cost = $0. 

Time = 0. 

Third Year Costs 

Cost = 8 × 16 hours × $80.64 = $10,322. 

Time = 8 × 16 hours = 128 hours. 

Fourth Year Costs 

Cost = 8 × 16 hours × $81.60 = $10,444. 

Time = 8 × 16 hours = 128 hours. 

Fifth Year Costs 

Cost = 9 × 16 hours × $82.56 = $10,567. 

Time = 8 × 16 hours = 128 hours. 

Sixth Year Costs 

Cost = 9 × 16 hours × $83.53 = $10,692. 

Time = 8 × 16 hours = 128 hours. 

Seventh Year Costs 

Cost = 9 × 16 hours × $84.52 = $10,818. 

Time = 8 × 16 hours = 128 hours. 

Eight Year Costs 

Cost = 9 × 16 hours × $85.52 = $10,946. 

Time = 8 × 16 hours = 128 hours. 

Ninth Year Costs 

Cost = 9 × 16 hours × $86.52 = $11,075. 

Time = 8 × 16 hours = 128 hours. 

Tenth Year Costs 

Cost = 9 × 16 hours × $87.55 = $11,206. 

Time = 8 × 16 hours = 128 hours. 

Total Over 10 Years 

Cost = $10,322 + $10,444 + $10,567 + 

$10,692 + $10,818 + $10,946 + 

$11,075 + $11,206 = $86,071. 

Time = 8 × 128 hours = 1,024 hours. 

Average Per Year 

Cost = $86,071/10 = $8,607. 

Time = 1,024 hours/10 = 102 hours. 

C. Exemptions 

The proposed rule would eliminate 

exemptions currently issued for aviation 

mechanic testing requirements. 

We assumed: 

• 30 exemptions/extensions per year. 

• 1 hour each for a Rule making 

director, an Office of Primary 

Responsibility (OPR) director and a Rule 

making manager. 


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• 2 hours each for an FAA attorney, 

a Rule making analyst, and an OPR 

administrative assistant 

• 4 hours for a Rule making 

administrative assistant. 

• For the wages we assume that there 

will be a 1.18 percent annual increase 

in real wages. 

First Year Cost-Savings 

Cost-saving = $0. 

Time = 0. 

Second Year Cost-Savings 

Cost-saving = $0. 

Time = 0. 

Third Year Cost-Savings 

Cost-saving = $0. 

Time = 0. 

Fourth Year Cost-Savings 

Cost-saving = 30 × ((4 hours × $33.23) 

+ (2 hours × $55.50) + (1 hour × 

$97.51) + (1 hour × $124.59) + (2 

hours × $97.51) + (1 hour × $124.59) 

+ (2 hours × $33.23)) = $25,563. 

Time = 30 × (4 hours + 2 hours + 1 hour 

+ 1 hour + 2 hours + 1 hour + 2 

hours) = 390 hours. 

Fifth Year Cost-Savings 

Cost-saving = 30 × ((4 hours × $33.62) 

+ (2 hours × $56.15) + (1 hour × 

$98.66) + (1 hour × $126.06) + (2 

hours × $98.66) + (1 hour × $126.06) 

+ (2 hours × $33.62)) = $25,865. 

Time = 30 × (4 hours + 2 hours + 1 hour 

+ 1 hour + 2 hours + 1 hour + 2 

hours) = 390 hours. 

Sixth Year Cost-Savings 

Cost-saving = 30 × ((4 hours × $34.02) 

+ (2 hours × $56.82) + (1 hour × 

$99.83) + (1 hour × $127.55) + (2 

hours × $99.83) + (1 hour × $127.55) 

+ (2 hours × $34.02)) = $26,170. 

Time = 30 × (4 hours + 2 hours + 1 hour 

+ 1 hour + 2 hours + 1 hour + 2 

hours) = 390 hours. 

Seventh Year Cost-Savings 

Cost-saving = 30 × ((4 hours × $34.42) 

+ (2 hours × $57.49) + (1 hour × 

$101.01) + (1 hour × $129.06) + (2 

hours × $101.01) + (1 hour × 

$129.06) + (2 hours × $34.42)) = 

$26,479. 

Time = 30 × (4 hours + 2 hours + 1 hour 

+ 1 hour + 2 hours + 1 hour + 2 

hours) = 390 hours. 

Eight Year Cost-Savings 

Cost-saving = 30 × ((4 hours × $34.83) 

+ (2 hours × $58.16) + (1 hour × 

$102.20) + (1 hour × $130.58) + (2 

hours × $102.20) + (1 hour × 

$130.58) + (2 hours × $34.83)) = 

$26,791. 

Time = 30 × (4 hours + 2 hours + 1 hour 

+ 1 hour + 2 hours + 1 hour + 2 

hours) = 390 hours. 

Ninth Year Cost-Savings 

Cost-saving = 30 × ((4 hours × $35.24) 

+ (2 hours × $58.85) + (1 hour × 

$103.40) + (1 hour × $132.12) + (2 

hours × $103.40) + (1 hour × 

$132.12) + (2 hours × $35.24)) = 

$27,107. 

Time = 30 × (4 hours + 2 hours + 1 hour 

+ 1 hour + 2 hours + 1 hour + 2 

hours) = 390 hours. 

Tenth Year Cost-Savings 

Cost-saving = 30 × ((4 hours × $35.65) 

+ (2 hours × $59.55) + (1 hour × 

$104.63) + (1 hour × $133.68) + (2 

hours × $104.63) + (1 hour × 

$133.68) + (2 hours × $35.65)) = 

$27,427. 

Time = 30 × (4 hours + 2 hours + 1 hour 

+ 1 hour + 2 hours + 1 hour + 2 

hours) = 390 hours. 

Total Over 10 Years 

Cost-savings = $25,563 + $25,865 + 

$26,170 + $26,479 + $26,791 + 

$27,107 + $27,427 = $185,403. 

Time = 7 × 390 hours = 2,730 hours. 

Average Per Year 

Cost-savings = $185,403/10 = $18,540. 

Time = 2,730 hours/10 = 273 hours. 

Summary 

The total paperwork impact averages 

$352,340, taking 8,013 hours annually, 

as shown in the following table. 

SUMMARY TABLE

Over 10 years Average per year 

Private sector Government Total Private sector Government Total 

Cost Total 

time Cost Total time Cost Total time Cost Total time Cost Total time Cost Total time 

A. Initial Curriculum revisions ........... $2,400,523 65,520 $1,055,907 13,248 $3,456,430 78,768 $240,032 6,552 $105,591 1,325 $345,643 7,877 

B. Subsequent Curriculum revisions: 

B.1 Requests ........................... 21,622 504 96,830 1,152 118,452 1,656 2,162 50 9,683 115 11,845 166 

B.2 Curriculum Revisions ........ 111,277 2,880 86,071 1,024 197,349 3,904 11,128 288 8,607 102 19,735 390 

C. Exemptions (Savings) .................. ¥63,429 ¥1,470 ¥185,403 ¥2,730 ¥248,831 ¥4,200 ¥6,343 ¥147 ¥18,540 ¥273 ¥24,883 ¥420 

Total .................................... 2,469,993 67,434 1,053,406 12,694 3,523,399 80,128 246,999 6,743 105,341 1,269 352,340 8,013 

F. International Compatibility and 

Cooperation 

In keeping with U.S. obligations 

under the Convention on International 

Civil Aviation, it is FAA policy to 

conform to International Civil Aviation 

Organization (ICAO) Standards and 

Recommended Practices to the 

maximum extent practicable. The FAA 

has reviewed the corresponding ICAO 

Standards and Recommended Practices 

and has identified no differences with 

these proposed regulations. 

G. 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 

rulemaking action qualifies for the 

categorical exclusion identified in 

paragraph 312d and involves no 

extraordinary circumstances. 

V. Executive Order Determinations 

A. Executive Order 13132, Federalism 

The FAA has analyzed this proposed 

rule 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 proposed rule 

under Executive Order 13211, Actions 

Concerning Regulations that 

Significantly Affect Energy Supply, 

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

agency has determined that it would not 

be a ‘‘significant energy action’’ under 

the executive order and would not be 


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likely to have a significant adverse effect 

on the supply, distribution, or use of 

energy. 

VI. Additional Information 

A. Comments Invited 

The FAA invites interested persons to 

participate in this rulemaking by 

submitting written comments, data, or 

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 proposed rulemaking. Before acting 

on this proposal, 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 this proposal in light of the 

comments it receives. 

Proprietary or Confidential Business 

Information: Commenters should 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 

An electronic copy 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 

Avenue SW., Washington, DC 20591, or 

by calling (202) 267–9680. Commenters 

must identify the docket or notice 

number of this rulemaking. 

All documents the FAA considered in 

developing this proposed rule, 

including economic analyses and 

technical reports, may be accessed from 

the Internet through the Federal 

eRulemaking Portal referenced in item 

(1) above. 

List of Subjects in 14 CFR Part 147 

Aircraft, Airmen, Educational 

facilities, Reporting and recordkeeping 

requirements, Schools. 

The Proposed Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

proposes to amend chapter I of title 14, 

Code of Federal Regulations as follows: 

PART 147—AVIATION MAINTENANCE 

TECHNICIAN SCHOOLS 

■ 1. The authority citation for part 147 

would read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701– 

44702, 44707, 44709. 

■ 2. Revise § 147.1 to read as follows: 

§ 147.1 Applicability. 

This part describes how to obtain an 

aviation maintenance technician school 

certificate and associated ratings. This 

part also contains the rules each FAAcertificated school must follow in 

conducting its operations. 

■ 3. Revise § 147.3 to read as follows: 

§ 147.3 Certificate and operations 

specifications requirements. 

No person may operate as a 

certificated aviation maintenance 

technician school without, or in 

violation of, an aviation maintenance 

technician school certificate, rating, or 

operations specifications issued under 

this part. 

■ 4. Revise § 147.5 to read as follows: 

§ 147.5 Application and issue. 

(a) An application for a certificate and 

rating, or for an additional rating, must 

be made in a format acceptable to the 

FAA and must include the following: 

(1) A description of the proposed 

curriculum; 

(2) A list of the facilities, including 

their physical addresses, and the 

materials and equipment to be used; 

(3) A list of the instructors to be used, 

including the kind of certificate and 

ratings held by each, and their 

certificate numbers; and 

(4) The maximum number of students 

to be enrolled at any one time. 

(b) An applicant who meets the 

requirements of this part is entitled to 

an aviation maintenance technician 

school certificate and associated ratings 

prescribing such operations 

specifications and limitations as are 

necessary in the interest of safety. 

■ 5. Amend § 147.7 by revising 

paragraph (a) to read as follows: 

§ 147.7 Duration of certificate. 

(a) An aviation maintenance 

technician school certificate or rating is 

effective from the date of issue until the 

certificate holder surrenders the 

certificate and the FAA accepts it for 

cancellation, or the FAA suspends or 

revokes it. 

* * * * * 

■ 6. Add § 147.9 to read as follows: 

§ 147.9 Operations Specifications. 

(a) Except for operations 

specifications paragraphs specifying 

ratings, operations specifications are not 

part of a certificate. 

(b) The operations specifications 

issued to an aviation maintenance 

technician school must be available at 

the school for inspection by the public 

and the FAA at the address required by 

paragraph (c)(1) of this section. 

(c) Each certificate holder’s operations 

specifications must contain— 

(1) The physical address of the 

certificate holder’s primary location for 

operation of the school. The address 

shall also serve as the address for 

mailed paper correspondence between 

the FAA and the certificate holder. 

(2) The ratings held. 

(3) The complete curriculum and the 

descriptions required under each of the 

subjects specified in the appendices. 

(4) Any exemption granted by the 

FAA to the school. 

(5) Lists of the facilities, equipment, 

and materials used by the school to 

meet the requirements of §§ 147.15 

through 147.19. 

(6) The maximum number of students 

to be enrolled at any one time. 

(7) A current list of instructors and 

their qualifications. 


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(8) Any other information the 

Administrator determines is necessary. 

■ 7. Add § 147.10 to read as follows: 

§ 147.10 Amendment, suspension, and 

termination of operations specifications. 

(a) The FAA may amend any 

operations specifications issued under 

this part if— 

(1) The operations specification was 

issued erroneously; 

(2) The FAA revises the operations 

specifications template; 

(3) The FAA determines that safety in 

air commerce and the public interest 

require the amendment; or 

(4) The certificate holder applies for 

the amendment and the FAA 

determines that safety in air commerce 

and the public interest allows the 

amendment. 

(b) Except for an amendment 

involving a rating, which would be 

considered a certificate action, the FAA 

may amend, suspend, or terminate any 

operations specification issued under 

this part if the certificate-holding 

district office determines that safety in 

air commerce and the public interest 

require the amendment, suspension, or 

termination. 

(c) Except as provided in paragraph (f) 

of this section for an amendment, 

suspension, or termination of an 

operations specification in which the 

certificate-holding district office finds 

that an emergency exists requiring 

immediate action, when the FAA 

initiates an amendment, suspension, or 

termination of an operations 

specification, the following procedure 

applies: 

(1) The certificate-holding district 

office notifies the certificate holder in 

writing of the proposed amendment, 

suspension, or termination. 

(2) The certificate-holding district 

office sets a reasonable period (but not 

less than 7 days) within which the 

certificate holder may submit written 

information, views, and arguments on 

the proposed amendment, suspension, 

or termination. 

(3) After considering the material 

presented, the certificate-holding 

district office notifies the certificate 

holder of— 

(i) The adoption of the proposed 

amendment, suspension, or termination; 

(ii) The partial adoption of the 

proposed amendment, suspension, or 

termination; or 

(iii) The withdrawal of the proposed 

amendment, suspension, or termination. 

(4) If the certificate-holding district 

office issues an amendment, 

suspension, or termination of an 

operations specification, it becomes 

effective not less than 30 days after the 

certificate holder receives notice of it 

unless— 

(i) The certificate-holding district 

office finds under paragraph (f) of this 

section that there is an emergency 

requiring immediate action with respect 

to safety in air commerce; or, 

(ii) The certificate holder petitions for 

reconsideration of the amendment, 

suspension, or termination under 

paragraph (e) of this section. 

(d) If the certificate holder applies for 

an amendment to its operations 

specifications, the following procedure 

applies: 

(1) The certificate holder must file an 

application to amend its operations 

specifications at least 30 days before the 

date proposed by the applicant for the 

amendment to become effective. 

(2) The application must be submitted 

to the certificate-holding district office 

in a form and manner prescribed by the 

FAA. 

(3) After considering the material 

presented, the certificate-holding 

district office notifies the certificate 

holder of— 

(i) The adoption of the applied for 

amendment; 

(ii) The partial adoption of the 

applied for amendment; or 

(iii) The denial of the applied for 

amendment. The certificate holder may 

petition for reconsideration of a denial 

or partial adoption under paragraph (e) 

of this section. 

(4) If the certificate-holding district 

office approves the amendment 

following coordination with the 

certificate holder regarding its 

implementation, the amendment is 

effective on the date the FAA approves 

it. 

(e) When a certificate holder seeks 

reconsideration of a decision from the 

certificate-holding district office 

concerning the denial or partial 

adoption of the certificate holder’s 

applied for amendment, or of an FAAinitiated amendment, suspension, or 

termination of an operations 

specification, the following procedure 

applies: 

(1) The certificate holder must 

petition for reconsideration of that 

decision within 30 days of the date that 

the certificate holder receives a notice of 

denial or partial adoption of the applied 

for amendment to its operations 

specifications, or of the date it receives 

notice of an FAA-initiated amendment, 

suspension, or termination of one or 

more of its operations specifications, 

whichever circumstance applies. 

(2) The certificate holder must 

address its petition to the applicable 

Flight Standards Regional Division 

Manager. 

(3) A petition for reconsideration, if 

filed within the 30-day period, suspends 

the effectiveness of any amendment, 

suspension, or termination issued by the 

certificate-holding district office unless 

the certificate-holding district office has 

found, under paragraph (f) of this 

section, that an emergency exists 

requiring immediate action with respect 

to safety in air transportation or air 

commerce. 

(4) If a petition for reconsideration is 

not filed within 30 days, the effective 

date of the amendment, suspension, or 

termination shall be as specified under 

paragraphs (c) or (d) of this section. 

(f) If the certificate-holding district 

office finds that an emergency exists 

requiring immediate action with respect 

to safety in air commerce or air 

transportation that makes the 

procedures set out in paragraphs (c) and 

(e) of this section impracticable or 

contrary to the public interest: 

(1) The certificate-holding district 

office amends, suspends, or terminates 

the operations specification(s) and 

makes the amendment, suspension, or 

termination effective on the day the 

certificate holder receives notice of it. 

(2) In the notice to the certificate 

holder, the certificate-holding district 

office specifies the reasons for its 

finding that an emergency exists 

requiring immediate action with respect 

to safety in air commerce and air 

transportation or that makes it 

impracticable or contrary to the public 

interest to stay the effectiveness of the 

amendment, suspension, or termination. 

■ 8. Revise § 147.13 to read as follows: 

§ 147.13 Facilities, equipment, and 

material requirements. 

(a) Each certificated aviation 

maintenance technician school must 

provide and maintain at least the 

facilities, equipment, and materials 

specified in §§ 147.15 through 147.19 

that are appropriate to the ratings held. 

(b) A school may not make a 

significant change to its facilities, 

equipment, or materials used to comply 

with paragraph (a) of this section unless 

the change is approved in advance by 

the FAA. The approved changes must be 

listed in the certificate holder’s 

operations specifications. 

■ 9. Amend § 147.15 by revising the 

introductory paragraph and paragraph 

(f) to read as follows: 

§ 147.15 Space requirements. 

Each certificated aviation 

maintenance technician school must 

provide and maintain properly heated, 

lighted, and ventilated facilities for the 

rating or ratings held that the FAA 

determines are appropriate for the 


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maximum number of students expected 

to be taught at any time for the 

following areas and classrooms: 

* * * * * 

(f) A suitable area and space with 

adequate equipment, including benches, 

tables, and test equipment, to 

disassemble, service, and inspect: 

* * * * * 

■ 10. Amend § 147.17 by revising 

paragraph (a) to read as follows: 

§ 147.17 Instructional equipment 

requirements. 

(a) Each certificated aviation 

maintenance technician school must 

provide and maintain the following 

instructional equipment appropriate to 

the ratings held: 

* * * * * 

■ 11. Revise § 147.19 to read as follows: 

§ 147.19 Materials, special tools, and shop 

equipment requirements. 

Each certificated aviation 

maintenance technician school must 

provide and maintain an adequate 

supply of materials, special tools, and 

shop equipment appropriate to the 

school’s FAA-approved curriculum that 

are used in constructing and 

maintaining aircraft, to assure that each 

student will be properly instructed. The 

special tools and shop equipment must 

be in satisfactory working condition for 

their intended purpose. 

■ 12. Revise § 147.21 to read as follows: 

§ 147.21 General curriculum requirements. 

(a) Each certificated aviation 

maintenance technician school must 

have and use an FAA-approved 

curriculum that meets the minimum 

requirements set forth in the school’s 

operations specifications. The 

curriculum must be designed to qualify 

students to meet the minimum 

requirements of subpart D of 14 CFR 

part 65. With FAA approval, a school 

may teach approved curriculum subjects 

at levels exceeding those specified in 

the school’s operations specifications. 

(b) The curriculum required by 

paragraph (a) of this section must offer 

at least the number of instructional 

hours or credit hours for the rating 

sought as set forth in paragraph (b)(1) or 

(b)(2) as follows: 

(1) For instructional hours, each 

instruction unit hour may not be less 

than 50 minutes— 

(i) Airframe—1,250 hours (450 general 

plus 800 airframe). 

(ii) Power plant—1,100 hours (450 

general plus 650 power plant). 

(iii) Combined airframe and power 

plant—1,900 hours (450 general plus 

800 airframe and 650 powerplant). 

(2) For credit hours, each credit unit 

hour must be based on higher education 

accreditation criteria— 

(i) Airframe—28 credit hours (10 

general credit hours plus 18 credit hours 

airframe). 

(ii) Powerplant—25 credit hours (10 

general credit hours plus 15 credit hours 

power plant) 

(iii) Combined airframe and power 

plant—43 credit hours (10 credit hours 

general plus 18 credit hours airframe 

and 15 credit hours power plant). 

(c) The curriculum must cover the 

subjects and items prescribed in 

appendices B, C, or D, and the items 

included under those subject headings 

in each school’s operations 

specifications as applicable for the 

school’s ratings. Each item must be 

taught to at least the indicated level of 

proficiency, defined in Appendix A and 

set forth in the corresponding 

operations specification item. 

(d) Notwithstanding the provisions of 

paragraphs (a) through (c) of this section 

and § 147.11, the holder of a certificate 

issued under subpart B of this part may 

apply for and receive approval of 

special courses in the performance of 

special inspection and preventive 

maintenance programs for a primary 

category aircraft type certificated under 

§ 21.24(b) of this chapter. The school 

may also issue certificates of 

competency to persons successfully 

completing such courses provided that 

all other requirements of this part are 

met and the certificate of competency 

specifies the aircraft make and model to 

which the certificate applies. 

■ 13. Revise § 147.23 to read as follows: 

§ 147.23 Instructor requirements. 

Each certificated aviation 

maintenance technician school must 

provide the number of instructors 

holding appropriate mechanic 

certificates and ratings that the FAA 

determines necessary to provide 

adequate instruction and supervision of 

the students, including at least one 

FAA-certificated instructor for each 25 

students in each shop or class. However, 

a school may, with FAA approval, 

provide specially qualified instructors 

who are not FAA certificated mechanics 

to teach general, airframe, powerplant, 

or specialized subjects. This provision 

does not relieve the school from having 

one instructor who holds an FAA 

mechanic certificate with ratings for 

Airframe, Powerplant, or both, as 

appropriate for each 25 students. Each 

school must maintain and keep current 

a list of the names and qualifications of 

all its instructors in its operations 

specifications. 

■ 14. Amend § 147.31 by revising 

paragraphs (c) through (e) and adding 

new paragraph (f) to read as follows: 

§ 147.31 Attendance and enrollment, test, 

and credit for prior instruction or 

experience. 

* * * * * 

(c) A school may not graduate a 

student unless the student has 

completed all of the appropriate 

curriculum requirements. However, the 

school may credit a student with 

instruction or previous experience as 

follows: 

(1) A school may credit a student with 

instruction satisfactorily completed at— 

(i) An accredited university, college, 

community college, or junior college; 

(ii) An accredited vocational, 

technical, trade, or high school; 

(iii) A military technical school, or 

(iv) A certificated aviation 

maintenance technician school. 

(2) A school may determine the 

amount of credit to be allowed— 

(i) By an entrance test equal to one 

given to the students who complete a 

comparable required curriculum subject 

at the crediting school; 

(ii) By an evaluation of an 

authenticated transcript from the 

student’s former school; or 

(iii) In the case of a student from a 

non-accredited military technical 

school, credit allowed may be 

determined based only on the successful 

completion of an entrance test. 

(3) A school may credit a student with 

previous aviation maintenance 

experience comparable to required 

curriculum subjects. It must determine 

the amount of credit to be allowed by 

documents verifying that experience, 

and by giving the student a test equal to 

the one given to students who complete 

the comparable required curriculum 

subject at the school. 

(4) A school may credit a student 

seeking an additional rating with 

previous satisfactory completion of the 

general portion of another school’s 

curriculum. 

(d) A school may not have more 

students enrolled at any one time than 

the number of students specified on its 

FAA-issued operations specifications. 

(e) A school must use an FAAapproved system for determining final 

course grades and for recording student 

attendance. The system must show 

hours of absence allowed, and show 

how the missed material and hours will 

be made available to the student. 

(f) Whenever an aviation maintenance 

technician school demonstrates to the 

FAA that a student has made 

satisfactory progress at the school, the 

student may take the aviation mechanic 


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written general knowledge test after 

completing the corresponding portion of 

the curriculum, even if the student has 

not met the experience requirements of 

§ 65.77. The school must prepare and 

issue a Certificate of Completion to 

identify students who are eligible to 

take the written general knowledge test. 

An official of the school must 

authenticate the certificate. The 

certificate must show the completion 

date and the approved curriculum title 

under which the student was enrolled. 

(g) A certificated aviation 

maintenance technician school may use 

distance learning as an alternative 

instructional delivery method under 

certain circumstances approved by the 

FAA. Prior to implementation, the 

school must obtain initial and final FAA 

approval of the distance learning 

training program and must adopt 

policies and procedures for managing its 

distance learning program. The distance 

learning program must show that it will 

achieve a level of competency equal to, 

or greater than, that required by 

§ 145.37. 

■ 15. Revise § 147.33 to read as follows: 

§ 147.33 Records. 

(a) Each certificated aviation 

maintenance technician school must 

keep current records for each student 

enrolled, showing— 

(1) The student’s attendance, tests, 

and grades received on the subjects 

required by this part; 

(2) The instruction credited to the 

student under § 147.31(c), if any; and 

(3) The authenticated transcript of the 

student’s grades from that school. 

(b) Each school must retain the 

records required by paragraph (a) for at 

least two years after the end of the 

student’s enrollment, and must make 

each record available for inspection by 

the FAA during that period. 

(c) Each school must keep a current 

progress chart or individual progress 

record for each of its students, showing 

the practical projects or laboratory work 

completed, or to be completed, by the 

student in each subject. 

■ 16. Revise § 147.35 to read as follows: 

§ 147.35 Transcripts and graduation 

certificates. 

(a) Each certificated aviation 

maintenance technician school must, 

upon request by a student who has 

graduated from the school, or by a 

student who leaves the school before 

being graduated, provide a transcript of 

the student’s grades to the student. An 

official of the school must authenticate 

the transcript. The transcript must state 

the curriculum in which the student 

was enrolled, whether the student 

satisfactorily completed that 

curriculum, and the final grades the 

student received. 

(b) Each school must provide a 

graduation certificate or certificate of 

completion to every student it 

graduates. An official of the school must 

authenticate the certificate. The 

certificate must show the date of 

graduation and the approved 

curriculum. 

§ 147.36 [Removed and Reserved]. 

■ 17. Remove and reserve § 147.36. 

■ 18. Revise § 147.37 to read as follows: 

§ 147.37 Quality of instruction. 

(a) Each certificated aviation 

maintenance technician school must 

provide instruction of sufficient quality 

that its graduates achieve the pass rates 

described in this section. For the 

school’s graduates who apply for a 

mechanic certificate or for an additional 

rating within 60 days after they are 

graduated, the percentage of those 

passing the applicable FAA written tests 

on their first attempt during any period 

of 24 calendar months must be at least 

the percentage figured as follows: 

(1) For a school graduating fewer than 

51 students during that period—the 

national passing norm minus the 

number 20. 

(2) For a school graduating at least 51, 

but fewer than 201, students during that 

period—the national passing norm 

minus the number 15. 

(3) For a school graduating more than 

200 students during that period—the 

national passing norm minus the 

number 10. 

(b) The failure of a school to maintain 

the quality of instruction specified in 

paragraph (a) of this section may be the 

basis for suspending or revoking that 

school’s certificate. 

(c) As used in this section, ‘‘national 

passing norm’’ is the number 

representing the percentage of all 

graduates (of a curriculum for a 

particular rating) of all certificated 

aviation maintenance technician 

schools who apply for a mechanic 

certificate or additional rating within 60 

days after they are graduated and pass 

the applicable FAA written tests on 

their first attempt during the period of 

24 calendar months described in this 

section. 

§§ 147.38 and 147.38(a) [Removed and 

Reserved]. 

■ 19. Remove and reserve § § 147.38 and 

147.38(a). 

■ 20. Revise § 147.39 to read as follows: 

§ 147.39 Display of certificates. 

Each certificated aviation 

maintenance technician school must 

display the school’s certificate, along 

with its associated ratings, at a place in 

the school that is normally accessible to 

the public and where its view is not 

obscured. The certificate must be 

available for inspection by the FAA. 

■ 21. Revise § 147.41 to read as follows: 

§ 147.41 Change of location. 

The holder of an aviation 

maintenance technician school 

certificate may not make any change in 

the school’s physical location unless the 

change is approved by the FAA in 

advance. If the certificate holder desires 

to change the school’s location, the 

holder must notify the FAA, in writing, 

at least 30 days before the date of the 

contemplated change. The new location 

must be listed in the certificate holder’s 

operations specifications. 

■ 22. Revise § 147.43 to read as follows: 

§ 147.43 FAA Inspection. 

A certificated aviation maintenance 

technician school must allow the FAA 

to inspect the school at any time to 

determine compliance with this part. 

§ 147.45 [Removed and Reserved]. 

■ 24. Remove and reserve § 147.45. 

■ 25. Amend Appendix A by revising 

paragraph (c) to read as follows: 

Appendix A to Part 147—Curriculum 

Requirements 

This Appendix Defines Terms Used in 

Appendices B, C, and D of This Part, and 

Describes the Levels of Proficiency at Which 

Items Under Each Subject in Each 

Curriculum Must Be Taught 

* * * * * 

(c) Teaching Materials and Equipment. The 

curriculum may be presented utilizing 

currently accepted educational materials and 

equipment, including but not limited to: 

calculators, computers, distance learning 

delivery equipment/methods and audiovisual equipment. 

* * * * * 

■ 26. Revise Appendix B to read as 

follows: 

A. Fundamental Electricity and Electronics 

B. Aircraft Drawings 

C. Weight and Balance 

D. Fluid Lines and Fittings 

E. Aircraft Material, Hardware, and Processes 

F. Ground Operations and Servicing 

G. Cleaning and Corrosion Control 

H. Mathematics 

I. Maintenance Forms, Records, and 

Publications 

J. Physics for Aviation 

K. Mechanic Privileges and Limitations 

L. Inspection Concepts and Techniques 

M. Human Factors 

N. Foreign Object Elimination (FOE) 

O. Alerts, Cautions, and Warning Indications 

■ 27. Revise Appendix C to read as 

follows: 


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A. Metallic Structures 

B. Non-Metallic Structures 

C. Flight Controls 

D. Airframe Inspection 

E. Landing Gear Systems 

F. Hydraulic and Pneumatic Systems 

G. Environmental Systems 

H. Aircraft Instrument Systems 

I. Communication and Navigation Systems 

J. Aircraft Fuel Systems 

K. Aircraft Electrical Systems 

L. Ice and Rain Control Systems 

M. Airframe Fire Protection Systems 

N. Rotorcraft Fundamentals 

O. Water and Waste Systems 

■ 28. Revise Appendix D to read as 

follows: 

A. Reciprocating Engines 

B. Turbine engines 

C. Engine Inspection 

D. Engine Fire Protection Systems 

E. Engine Instrument Systems 

F. Engine Electrical Systems 

G. Lubrication Systems 

H. Ignition and Starting Systems 

I. Fuel Metering Systems 

J. Reciprocating Engine Induction and 

Cooling Systems 

K. Turbine Engine Air System 

L. Engine Exhaust and Reverser Systems 

M. Propellers 

Issued under authority provided by 49 

U.S.C. 106(f), 44701(a), and 44707 in 

Washington, DC, on 22 September, 2015. 

John Duncan, 

Director, Flight Standards Office. 

[FR Doc. 2015–24841 Filed 10–1–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOUSING AND 

URBAN DEVELOPMENT‘ 

24 CFR Part 291 

[Docket No. FR–5776–P–01] 

RIN 2502–AJ32 

Disposition of HUD-Acquired Single 

Family Properties; Updating HUD’s 

Single Family Property Disposition 

Regulations 

AGENCY: Office of the Assistant 

Secretary for Housing—Federal Housing 

Commissioner, HUD. 

ACTION: Proposed rule. 

SUMMARY: This proposed rule would 

revise HUD’s regulations that address 

property disposition. This rule proposes 

to consolidate and reorganize HUD’s 

property disposition regulations so that 

they better reflect industry standards 

and allow HUD to conduct its Single 

Family Property Disposition Program 

more efficiently and more effectively so 

that HUD can obtain the greatest value 

for its real estate-owned (REO) 

properties in different market 

conditions. 

DATES: Comment Due Date: December 1, 

2015. 

ADDRESSES: Interested persons are 

invited to submit comments regarding 

this proposed rule to the Regulations 

Division, Office of General Counsel, 

Department of Housing and Urban 

Development, 451 7th Street SW., Room 

10276, Washington, DC 20410–0500. 

Communications must refer to the above 

docket number and title. There are two 

methods for submitting public 

comments. All submissions must refer 

to the above docket number and title. 

1. Submission of Comments by Mail. 

Comments may be submitted by mail to 

the Regulations Division, Office of 

General Counsel, Department of 

Housing and Urban Development, 451 

7th Street SW., Room 10276, 

Washington, DC 20410–0500. 

2. Electronic Submission of 

Comments. Interested persons may 

submit comments electronically through 

the Federal eRulemaking Portal at 

www.regulations.gov. HUD strongly 

encourages commenters to submit 

comments electronically. Electronic 

submission of comments allows the 

commenter maximum time to prepare 

and submit a comment, ensures timely 

receipt by HUD, and enables HUD to 

make them immediately available to the 

public. Comments submitted 

electronically through the 

www.regulations.gov Web site can be 

viewed by other commenters and 

interested members of the public. 

Commenters should follow the 

instructions provided on that site to 

submit comments electronically. 

Note: To receive consideration as public 

comments, comments must be submitted 

through one of the two methods specified 

above. Again, all submissions must refer to 

the docket number and title of the rule. 

No Facsimile Comments. Facsimile 

(FAX) comments are not acceptable. 

Public Inspection of Public 

Comments. All properly submitted 

comments and communications 

submitted to HUD will be available for 

public inspection and copying between 

8 a.m. and 5 p.m. weekdays at the above 

address. Due to security measures at the 

HUD Headquarters building, an 

appointment to review the public 

comments must be scheduled in 

advance by calling the Regulations 

Division at 202–708–3055 (this is not a 

toll-free number). Individuals with 

speech or hearing impairments may 

access this number via TTY by calling 

the Federal Relay Service at 800–877– 

8339. Copies of all comments submitted 

are available for inspection and 

downloading at www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Thomas Kumi, Director, Single Family 

Asset Management and Disposition 

Division, Office of Single Family 

Housing, Department of Housing and 

Urban Development, 451 7th Street SW., 

Room 9172, Washington, DC 20410– 

8000, telephone number 202–708–1672. 

Persons with hearing or speech 

impairments may access this number 

through TTY by calling the toll-free 

Federal Relay Service at 800–877–8339. 

SUPPLEMENTARY INFORMATION: 

I. Background 

Section 204(g) of the National 

Housing Act (12 U.S.C. 1710g) addresses 

the management and disposition of 

HUD-acquired single family property, 

which includes HUD-acquired real and 

personal property assets. HUD’s 

implementing regulations are codified 

in 24 CFR part 291 (currently entitled, 

‘‘Disposition of HUD-Acquired Single 

Family Property’’). Under these 

statutory and regulatory authorities, 

HUD is charged with carrying out a 

program of sales of HUD-acquired and 

owned properties along with 

appropriate credit terms and standards 

to be used in carrying out the program. 

Property owned by HUD as a result of 

acquisition includes REO. The goals of 

HUD’s Single Family Property 

Disposition program are to reduce the 

inventory of single family properties in 

a manner that minimizes losses to the 

Mutual Mortgage Insurance Fund, 

promote the expansion of 

homeownership opportunities for 

American families by, among other 

things, selling such properties at a 

discount to state and local governments 

and HUD-approved nonprofit entities, 

and help stabilize distressed 

communities. 

As a result of recent changes in the 

housing market, specifically the 

economic and housing crisis that 

commenced in 2008, HUD acquired an 

unprecedented number of REO 

properties—98,342, 90,943, 103,215 and 

111,416 in FY 2010, FY 2011, FY 2012, 

and FY 2013 respectively. This increase 

caused FHA to reexamine its disposition 

strategy for HUD-acquired single family 

properties and determine that it needed 

to revise, consolidate and reorganize its 

property disposition regulations to 

facilitate the expeditious sale of REO 

properties acquired and provide greater 

efficiency in the administration of 

HUD’s property disposition program. 

While part 291 addresses both HUDacquired real and personal property 

assets, the focus of this proposed rule is 

on HUD’s disposition of REO properties. 

FHA’s intent is to bring its practices into 


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