Federal Register / Vol. 80, No. 40 / Monday, March 2, 2015 / Notices 11257 

not be allowed entrance—NO 

EXCEPTIONS. 

The public must make arrangements 

by April 8, 2015, to present oral 

statements at the meeting. The public 

may present written statements and/or 

new agenda items to the committee by 

providing a copy to the person listed in 

the FOR FURTHER INFORMATION CONTACT

section not later than April 7, 2015. 

Public statements will only be 

considered if time permits. 

Issued in Washington, DC, on February 23, 

2015. 

Valerie S. Watson, 

Co-Chair, Aeronautical Charting Forum. 

[FR Doc. 2015–04177 Filed 2–27–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Ninety-Third Meeting: RTCA Special 

Committee 159, Global Positioning 

Systems (GPS) 

AGENCY: Federal Aviation 

Administration (FAA), U.S. Department 

of Transportation (DOT). 

ACTION: Meeting notice of RTCA Special 

Committee 159, Global Positioning 

Systems (GPS). 

SUMMARY: The FAA is issuing this notice 

to advise the public of the ninety-third 

meeting of the RTCA Special Committee 

159, Global Positioning Systems (GPS). 

DATES: The meeting will be held March 

16–20, 2015 from 9:00 a.m.–5:00 p.m. 

ADDRESSES: The meeting will be held at 

RTCA, Inc., 1150 18th Street NW., Suite 

910, Washington, DC 20036 

FOR FURTHER INFORMATION CONTACT: The 

RTCA Secretariat, 1150 18th Street NW., 

Suite 910, Washington, DC 20036, or by 

telephone at (202) 330–0652/(202) 833– 

9339, fax at (202) 833–9434, or Web site 

at http://www.rtca.org. 

SUPPLEMENTARY INFORMATION: Pursuant 

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

Advisory Committee Act (Pub. L. 92– 

463, 5 U.S.C., App.), notice is hereby 

given for a meeting of Special 

Committee 159. The agenda will include 

the following: 

Working Group Sessions 

March 16 

• All day, Working Group 2, GPS/

WAAS, MacIntosh—NBAA Room 

and Colson Board Rooms 

March 17 

• All Day, Working Group 4, GPS/

Precision Landing, MacIntosh— 

NBAA Room 

• Afternoon—1:00–5:00 p.m. 

Working Group 2C, GPS/Inertial, 

Colson Board Room 

March 18 

• All Day, Working Group 4, GPS/

Precision Landing, MacIntosh— 

NBAA Room 

• All Day, Working Group 2C, GPS/

Inertial, Garmin Room 

• Afternoon—1:00–5:00 p.m., 

Working Group 6, GPS/Interference, 

Colson Board Room 

March 19 

• All Day, Working Group 4, GPS/

GPS/Precision Landing Guidance 

MacIntosh—NBAA Room 

• All Day, Working Group 2C, GPS/

Inertial, Garmin Room 

• Morning—9:00–12:00/Noon p.m., 

Working Group 6, GPS/Interference, 

Colson Board Room 

• Afternoon—1:00–5:00 p.m. 

Working Group 7, GPS/Antennas, 

Colson Board Room 

March 20 

• Chairman’s Introductory Remarks 

• Approval of Summary of the 

Ninety-Second Meeting held 

October 10, 2014, RTCA Paper No. 

229–14/SC159–1022 

• Review Working Group (WG) 

Progress and Identify Issues for 

Resolution 

Æ GPS/3rd Civil Frequency (WG–1) 

Æ GPS/WAAS (WG–2) 

Æ GPS/GLONASS (WG–2A) 

Æ GPS/Inertial (WG–2C) 

Æ GPS/Precision Landing Guidance 

(WG–4) 

Æ GPS/Airport Surface Surveillance 

(WG–5) 

Æ GPS/Interference (WG–6) 

Æ GPS/Antennas (WG–7) 

• Review of EUROCAE Activities 

• Review/Approve Response to 

FAA’s GPS Adjacent-Band 

Compatibility Study Methodology 

and Assumptions 

• SC–159 Terms of Reference— 

Review/Approve Update 

• GLONASS MOPS—Third Draft— 

Discussion 

• GNSS Intentional Interference and 

Spoofing Study Team (GIISST)— 

Briefing 

• Assignment/Review of Future Work 

• Other Business 

• Date and Place of Next Meeting 

• Adjourn 

Attendance is open to the interested 

public but limited to space availability. 

With the approval of the chairman, 

members of the public may present oral 

statements at the meeting. Persons 

wishing to present statements or obtain 

information should contact the person 

listed in the FOR FURTHER INFORMATION

CONTACT section. Members of the public 

may present a written statement to the 

committee at any time. 

Issued in Washington, DC, on February 24, 

2015. 

Mohannad Dawoud 

Management Analyst, NextGen, Program 

Oversight and Administration, Federal 

Aviation Administration. 

[FR Doc. 2015–04297 Filed 2–27–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

Petition for Exemption From the 

Federal Motor Vehicle Motor Theft 

Prevention Standard; General Motors 

Corporation 

AGENCY: National Highway Traffic 

Safety Administration, Department of 

Transportation (DOT). 

ACTION: Grant of petition for exemption. 

SUMMARY: This document grants in full 

the General Motors Corporation’s (GM) 

petition for an exemption of the 

Chevrolet Spark vehicle line in 

accordance with 49 CFR part 543, 

Exemption from Vehicle Theft 

Prevention Standard. This petition is 

granted because the agency has 

determined that the antitheft device to 

be placed on the line as standard 

equipment is likely to be as effective in 

reducing and deterring motor vehicle 

theft as compliance with the partsmarking requirements of 49 CFR part 

541, Federal Motor Vehicle Theft 

Prevention Standard (Theft Prevention 

Standard). 

DATES: The exemption granted by this 

notice is effective beginning with the 

2016 model year (MY). 

FOR FURTHER INFORMATION CONTACT: Ms. 

Deborah Mazyck, Office of International 

Policy, Fuel Economy, and Consumer 

Standards, NHTSA, W43–443, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. Ms. Mazyck’s phone number 

is (202) 366–4139. Her fax number is 

(202) 493–2990. 

SUPPLEMENTARY INFORMATION: In a 

petition dated November 7, 2014, GM 

requested an exemption from the partsmarking requirements of the Theft 

Prevention Standard for the Chevrolet 

Spark vehicle line beginning with MY 

2016. The petition requested an 

exemption from parts-marking pursuant 

to 49 CFR part 543, Exemption from 

Vehicle Theft Prevention Standard, 

based on the installation of an antitheft 

device as standard equipment for the 

entire vehicle line. 

Under 49 CFR part 543.5(a), a 

manufacturer may petition NHTSA to 

grant an exemption for one vehicle line 


asabaliauskas on DSK5VPTVN1PROD with NOTICES
11258 Federal Register / Vol. 80, No. 40 / Monday, March 2, 2015 / Notices 

per model year. In its petition, GM 

provided a detailed description and 

diagram of the identity, design, and 

location of the components of the 

antitheft device for the Chevrolet Spark 

vehicle line. GM will install the PASSKey III+ antitheft device as standard 

equipment on the Chevrolet Spark 

vehicle line. The PASS-Key III+ is a 

passive, transponder-based, electronic 

immobilizer device. GM stated that it 

will offer two types of ignition systems 

on its Chevrolet Spark vehicle line. 

Specifically, GM stated that the Spark 

vehicle line will be offered with a keyed 

ignition or a keyless ignition system; 

however the basic antitheft functionality 

and immobilization features will be the 

same. The keyless ignition system will 

be installed as standard equipment on 

its BEV (battery electric vehicle) and 

LTZ model vehicles. The keyed ignition 

system will be installed as standard 

equipment on its LS and LT models. 

The major components of the keyed 

ignition system are the PASS-Key III+ 

controller module, engine control 

module (ECM), electronically-coded 

ignition key, immobilizer exciter 

module, radio frequency (RF) receiver, 

and passive antenna module. The 

optional keyless ignition system 

components are the PASS-Key III+ 

controller module, ECM, immobilizer 

exciter module, engine controller, radio 

frequency (RF) receiver, and passive 

antenna module, low frequency 

antennas and electronic key (remote key 

fob). The remote key fob also contains 

buttons to perform normal remote 

keyless door entry functions. GM stated 

that the device will provide protection 

against unauthorized use (i.e., starting 

and engine fueling), but will not provide 

any visible or audible indication of 

unauthorized vehicle entry (i.e., flashing 

lights or horn alarm). 

GM’s submission is considered a 

complete petition as required by 49 CFR 

543.7, in that it meets the general 

requirements contained in § 543.5 and 

the specific content requirements of 

§ 543.6. 

The PASS-Key III+ device is designed 

to be active at all times without direct 

intervention by the vehicle operator 

(i.e., no separate intentional action to 

specifically turn on the security system 

is needed to achieve protection). With 

the keyed ignition system, activation of 

the device occurs when the ignition has 

been turned off and the key removed. 

Deactivation of the immobilizer occurs 

when a valid key and matching 

immobilization code is verified, 

allowing the engine to start and 

continue normal operations. GM stated 

that the PASS-Key III+ uses a special 

ignition key and decoder module. The 

key’s electrical code must be sensed and 

be properly decoded by the PASS-Key 

III+ controller module before the vehicle 

can be operated. The conventional code 

of the key is used to unlock and release 

the transmission shift lever and steering 

wheel. 

GM further stated that the ignition key 

contains electronics in the head of the 

key, providing billions of possible 

electronic combinations. The electronics 

in the head of the key receive energy 

and data from the antenna module. 

Upon receipt of the data, the key will 

calculate a response to the data using an 

internal encryption algorithm and 

transmit the response back to the 

vehicle. The antenna module then 

translates the radio frequency signal 

received from the key into a digital 

signal and passes the signal on to the 

controller module. The controller 

module then compares the received 

response to an internally calculated 

value. If the values match, the key is 

recognized as valid and a password is 

then transmitted through a serial data 

link to the ECM to enable fueling and 

vehicle starting. GM also stated that a 

secondary data challenge and response 

process using another encryption 

algorithm must be validated by the 

engine controller to allow continued 

operation. If an invalid key code is 

received, the PASS-Key III+ controller 

module will send a ‘‘Disable Password’’ 

to the engine control module and 

starting, ignition, and fuel will be 

inhibited. 

With the keyless ignition system, 

activation of the device occurs when the 

operator pushes the engine Start/Stop 

switch to the ‘‘OFF’’ position. 

Deactivation of the immobilizer device 

occurs when a valid key and matching 

immobilization code is verified, 

allowing the engine to start and 

continue normal operations. 

Specifically, the electronic key resides 

in the form of a remote key fob. When 

the operator pushes the engine Start/

Stop button to begin vehicle operation, 

the vehicle transmits data and a vehicle 

identifier within the passenger 

compartment of the vehicle thru lowfrequency antennas, controlled by the 

passive antenna module. The electronic 

key receives the data and compares its 

vehicle identifier with the identifier 

previously assigned to the vehicle. If the 

vehicle identifier matches, the 

electronic key will transmit a response 

through the RF channel to a vehicle 

mounted receiver. The PASS-Key III+ 

control module receives the RF 

transmission and compares the received 

response with an internally calculated 

response. If the values match, the key is 

recognized as valid and a password is 

then transmitted through a serial data 

link to the ECM to enable fueling and 

vehicle starting. If a valid key is not 

detected, the system will not transmit a 

password to the ECM to allow operation 

of the vehicle. Additionally, if an 

invalid electronic key code is received, 

the vehicle will not be allowed to 

transition from the ‘‘Off’’ mode to the 

‘‘Accessory’’, ‘‘On’’, or ‘‘Start’’ mode 

positions inhibiting starting, ignition, 

and fuel flow of the vehicle. 

In addressing the specific content 

requirements of 543.6, GM provided 

information on the reliability and 

durability of its proposed device. To 

ensure reliability and durability of the 

device, GM conducted tests based on its 

own specified standards. GM provided 

information on the specific tests it uses 

to validate the integrity, durability and 

reliability of the PASS-Key III+ device 

and believes that the device is reliable 

and durable since the components must 

operate as designed after each test. GM 

also stated that the design and assembly 

processes of the PASS-Key III+ 

subsystem and components are 

validated for 10 years of vehicle life and 

150,000 miles of performance. 

GM stated that the PASS-Key III+ 

device has been designed to enhance the 

functionality and theft protection 

provided by its first, second and third 

generation PASS-Key, PASS-Key II, and 

PASS-Key III devices. GM also 

referenced data provided by the 

American Automobile Manufacturers 

Association (AAMA) in support of the 

effectiveness of GM’s PASS-Key devices 

in reducing and deterring motor vehicle 

theft. Specifically, GM stated that the 

AAMA’s comments referencing the 

agency’s Preliminary Report on ‘‘Auto 

Theft and Recovery Effects of the AntiCar Theft Act of 1992 and the Motor 

Vehicle Theft Law Enforcement Act of 

1984’’, (Docket 97–042; Notice 1), 

showed that between MYs 1987 and 

1993, the Chevrolet Camaro and Pontiac 

Firebird vehicle lines experienced a 

significant theft rate reduction after 

installation of a Pass-Key like antitheft 

device as standard equipment on the 

vehicle lines. 

GM also noted that theft data have 

indicated a decline in theft rates for 

vehicle lines equipped with comparable 

devices that have received full 

exemptions from the parts-marking 

requirements. GM stated that the theft 

data, as provided by the Federal Bureau 

of Investigation’s National Crime 

Information Center (NCIC) and 

compiled by the agency, show that theft 

rates are lower for exempted GM models 

equipped with the PASS-Key like 

systems than the theft rates for earlier 

models with similar appearance and 


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Federal Register / Vol. 80, No. 40 / Monday, March 2, 2015 / Notices 11259 

construction that were parts-marked. 

Based on the performance of the PASSKey, PASS-Key II, and PASS-Key III 

devices on other GM models, and the 

advanced technology utilized in PASSKey III+, GM believes that the PASS-Key 

III+ device will be more effective in 

deterring theft than the parts-marking 

requirements of 49 CFR part 541. 

Additionally, GM stated that the 

PASS-Key III+ is installed as standard 

equipment on the GMC Terrain vehicle 

line. The agency notes that the GMC 

Terrain vehicle line has been equipped 

with the device since introduction of its 

MY 2010 vehicles. GM was granted an 

exemption from the parts-marking 

requirements by the agency for the GMC 

Terrain vehicle line beginning with the 

2010 MY (See 74 FR 3132, January 16, 

2009). The average theft rate for the 

GMC Terrain vehicle line, based on 

NHTSA’s theft data, using 3 MYs theft 

data (MYs 2010- 2012) is 0.3235, which 

is substantially below the median theft 

rate established by the agency. 

GM further stated that it believes that 

PASS-Key III+ devices will be more 

effective in deterring theft than the 

parts-marking requirements and that the 

agency should find that inclusion of the 

PASS-Key III+ device on the Chevrolet 

Spark vehicle line is sufficient to qualify 

it for full exemption from the partsmarking requirements. 

Based on the evidence submitted by 

GM, the agency believes that the 

antitheft device for the Chevrolet Spark 

vehicle line is likely to be as effective 

in reducing and deterring motor vehicle 

theft as compliance with the partsmarking requirements of the Theft 

Prevention Standard (49 CFR 541). 

Pursuant to 49 U.S.C. 33106 and 49 

CFR 543.7 (b), the agency grants a 

petition for exemption from the partsmarking requirements of Part 541 either 

in whole or in part, if it determines that, 

based upon substantial evidence, the 

standard equipment antitheft device is 

likely to be as effective in reducing and 

deterring motor vehicle theft as 

compliance with the parts-marking 

requirements of Part 541. The agency 

finds that GM has provided adequate 

reasons for its belief that the antitheft 

device for the Chevrolet Spark vehicle 

line is likely to be as effective in 

reducing and deterring motor vehicle 

theft as compliance with the partsmarking requirements of the Theft 

Prevention Standard (49 CFR part 541). 

This conclusion is based on the 

information GM provided about its 

device. 

The agency concludes that the device 

will provide the four of the five types of 

performance listed in § 543.6(a)(3): 

Promoting activation; preventing defeat 

or circumvention of the device by 

unauthorized persons; preventing 

operation of the vehicle by 

unauthorized entrants; and ensuring the 

reliability and durability of the device. 

GM’s proposed device lacks an 

audible or visible alarm. Therefore, this 

device cannot perform one of the 

functions listed in 49 CFR 543.6(a)(3), 

that is, to call attention to unauthorized 

attempts to enter or move the vehicle. 

Based on comparison of the reduction in 

the theft rates of Chevrolet Corvettes 

using a passive antitheft device along 

with an audible/visible alarm system to 

the reduction in theft rates for the 

Chevrolet Camaro and the Pontiac 

Firebird models equipped with a 

passive antitheft device without an 

alarm, GM finds that the lack of an 

alarm or attention-attracting device does 

not compromise the theft deterrent 

performance of a device such as PASSKey III+ device. In these instances, the 

agency has concluded that the lack of an 

audible or visible alarm has not 

prevented these antitheft devices from 

being effective protection against theft. 

For the foregoing reasons, the agency 

hereby grants in full GM’s petition for 

exemption for the Chevrolet Spark 

vehicle line from the parts-marking 

requirements of 49 CFR part 541. The 

agency notes that 49 CFR part 541, 

Appendix A–1, identifies those lines 

that are exempted from the Theft 

Prevention Standard for a given model 

year. 49 CFR 543.7(f) contains 

publication requirements incident to the 

disposition of all Part 543 petitions. 

Advanced listing, including the release 

of future product nameplates, the 

beginning model year for which the 

petition is granted and a general 

description of the antitheft device is 

necessary in order to notify law 

enforcement agencies of new vehicle 

lines exempted from the parts-marking 

requirements of the Theft Prevention 

Standard. 

If GM decides not to use the 

exemption for this line, it should 

formally notify the agency. If such a 

decision is made, the line must be fully 

marked according to the requirements 

under 49 CFR 541.5 and 541.6 (marking 

of major component parts and 

replacement parts). 

NHTSA notes that if GM wishes in the 

future to modify the device on which 

this exemption is based, the company 

may have to submit a petition to modify 

the exemption. Part 543.7(d) states that 

a Part 543 exemption applies only to 

vehicles that belong to a line exempted 

under this part and equipped with the 

antitheft device on which the line’s 

exemption is based. Further, Part 

543.9(c)(2) provides for the submission 

of petitions ‘‘to modify an exemption to 

permit the use of an antitheft device 

similar to but differing from the one 

specified in that exemption.’’ 

The agency wishes to minimize the 

administrative burden that Part 

543.9(c)(2) could place on exempted 

vehicle manufacturers and itself. The 

agency did not intend in drafting Part 

543 to require the submission of a 

modification petition for every change 

to the components or design of an 

antitheft device. The significance of 

many such changes could be de 

minimis. Therefore, NHTSA suggests 

that if the manufacturer contemplates 

making any changes, the effects of 

which might be characterized as de 

minimis, it should consult the agency 

before preparing and submitting a 

petition to modify. 

Under authority delegated in 49 CFR 

1.95. 

Raymond R. Posten, 

Associate Administrator for Rulemaking. 

[FR Doc. 2015–04161 Filed 2–27–15; 8:45 am] 

BILLING CODE 4910–59–P 

DEPARTMENT OF TRANSPORTATION 

National Highway Traffic Safety 

Administration 

[Docket No. NHTSA–2014–0054; Notice 2] 

Ford Motor Company, Grant of Petition 

for Decision of Inconsequential 

Noncompliance 

AGENCY: National Highway Traffic 

Safety Administration (NHTSA), 

Department of Transportation (DOT). 

ACTION: Grant of petition. 

SUMMARY: Ford Motor Company (Ford) 

has determined that certain model year 

(MY) 2010–2014 Transit Connect 

vehicles do not fully comply with 

paragraph S5.1 of Federal Motor Vehicle 

Safety Standard (FMVSS) No. 205, 

Glazing Materials. Ford has filed an 

appropriate report dated March 31, 

2014, pursuant to 49 CFR part 573, 

Defect and Noncompliance 

Responsibility and Reports. 

ADDRESSES: For further information on 

this decision contact Luis Figueroa, 

Office of Vehicle Safety Compliance, 

National Highway Traffic Safety 

Administration (NHTSA), telephone 

(202) 366–5287, facsimile (202) 366– 

5930. 

SUPPLEMENTARY INFORMATION: 

I. Ford’s Petition: Pursuant to 49 

U.S.C. 30118(d) and 30120(h) and the 

rule implementing those provisions at 

49 CFR part 556, Ford submitted a 

petition for an exemption from the 


asabaliauskas on DSK5VPTVN1PROD with NOTICES