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20 September 2007
[Federal Register: September 19, 2007 (Volume 72, Number 181)]
[Proposed Rules]
[Page 53504-53509]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr19se07-27]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 153
[Docket No. FAA-2007-29237]
RIN 2120--AJ07
Aviation Safety Inspector Airport Access
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: Two rulemakings finalized several years ago removed regulatory
language that implemented FAA Aviation Safety Inspector (ASI) statutory
authority to access air operations areas, secured areas, and security
identification display areas. This proposal reiterates and clarifies
the authority of an ASI with the proper credentials to access air
operations areas, secured areas, and security identification areas of
an airport. The proposal would make sure ASIs have access to these
areas of an airport so they can perform official duties in support of
the FAA's safety mission.
DATES: Send your comments on or before October 19, 2007.
ADDRESSES: You may send comments identified by Docket Number FAA-2007-
29237 by any of the following methods:
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to http://www.regulations.gov
and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590-001.
Fax: 1-202-493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
You may also read background documents or comments received at the
addresses above.
FOR FURTHER INFORMATION CONTACT: Pat Hempen, Federal Aviation
Administration, Flight Standards Service, Air Transportation Division
(AFS-200), 800 Independence Avenue, SW., Washington, DC 20591;
Telephone 202-267-8166, E-mail patrick.hempen@faa.gov.
[[Page 53505]]
SUPPLEMENTARY INFORMATION: Later in this preamble under the Additional
Information section, we discuss how you can comment on this proposal
and how we will handle your comments. Included in this discussion is
related information about the docket, privacy, and the handling of
proprietary or confidential business information. We also discuss how
you can get a copy of this proposal and related rulemaking documents.
Authority for This Rulemaking
The FAA's authority to issue rules on aviation safety is found in
Title 49 of the United States Code. Subtitle I, section 106 describes
the authority of the FAA Administrator. Subtitle VII, Aviation
Programs, describes in more detail the scope of the agency's authority.
The FAA is issuing this rulemaking under the authority set forth in
49 U.S.C. section 44701(a)(5), section 40113, and section 44713. Under
section 44701(a)(5), the Administrator is charged with promoting safe
flight of civil aircraft by, among other things, prescribing
regulations the Administrator finds necessary for safety in air
commerce. Sections 40113 and 44713 relate to the Administrator's
authority to conduct safety inspections.
Purpose of This Rule
The FAA proposes to re-codify in Title 14 of the Code of Federal
Regulations existing statutory authority concerning Federal Aviation
Administration (FAA) safety inspections. In order to execute such
authority, FAA aviation safety inspectors (ASIs) must have access to
air operations areas (AOA), secured areas, and security identification
display areas (SIDAs) in airports. Airport operators grant authority to
access these areas in airports in accordance with an Airport Security
Program (ASP). An airport operator develops and submits an ASP to the
Transportation Security Administration (TSA) for approval. It is the
airport operator that implements the ASP and grants access to AOAs,
secured areas, and SIDAs, to individuals such as ASIs, Customs
Inspectors, Postal Inspectors, and other Federal Inspectors.
This rulemaking will not require changes in TSA documents for
airport operators, such as the ASP, or for part 119 certificate
holders, such as the Aircraft Operator's Standard Security Program
(AOSSP). However, an airport operator or aircraft operator may decide
to submit to TSA proposed changes to its security program, or TSA may
decide to require changes to the program. The FAA has coordinated this
rulemaking with TSA.
Background
ASI Authority
Congress has granted the FAA and its inspectors broad authority to
carry out the Agency's mission by performing any necessary tests,
inspections, surveillance, and investigations without limitations as to
when and where those activities may be carried out to preserve the
safety and integrity of the national airspace system.
Under Title 49 U.S.C. Section 40113, the FAA Administrator is
empowered to conduct such investigations and inspections as necessary
to ensure the safety of civil aviation (http://uscode.house.gov/search/criteria.shtml
). The statute does not restrict such activities by time
and place. Section 40113 states, in part, that the Administrator may
take action that the Administrator ``considers necessary to carry out
this part, including conducting investigations, prescribing
regulations, standards, and procedures, and issuing orders.''
Title 49 U.S.C. 44713 also clearly outlines the inspection duties
and inspection authority of ASIs and does not restrict such activities
by time and place (http://uscode.house.gov/search/criteria.shtml). This
section states, in part, that the Administrator employs ASIs to
``inspect aircraft, aircraft engines, propellers, and appliances
designed for use in air transportation, during manufacture and when in
use by an air carrier in air transportation, to enable the
Administrator to decide whether the aircraft, aircraft engines,
propellers, or appliances are in safe condition and maintained
properly.''
Statement of the Problem
Recently, two rulemaking events have occurred that have
unintentionally removed some rule language in Title 14 of the Code of
Federal Regulations (14 CFR) that gave ASIs specific regulatory
authority to access sterile areas, AOAs, secured areas, and SIDAs of an
airport to conduct official duties.
Removal of 14 CFR parts 107 and 108
The Aviation and Transportation Security Act (ATSA) (Pub. L. 107-
71, 115 Stat. 597, November 19, 2001) vested TSA with broad authorities
and responsibilities over the security of all modes of transportation.
These include authorities relating specifically to aviation security
that were formerly vested in the FAA as well as general inter-modal
authorities.\1\ FAA security rules, which clearly addressed FAA's
authority to access airports to perform official security duties, were
contained in 14 CFR parts 107 and 108. When responsibility for aviation
security was transferred to TSA, the rules contained in parts 107 and
108 were removed from 14 CFR (67 FR 8339; February 22, 2002) and placed
in TSA's regulations at 49 CFR parts 1542 and 1544.
---------------------------------------------------------------------------
\1\ Generally, the Assistant Secretary for Homeland Security
(Transportation Security Administrator) (hereinafter
``Administrator''), ``shall be responsible for security in all modes
of transportation, including--(1) Carrying out chapter 449, relating
to civil aviation security, and related research and development
activities; and (2) security responsibilities over other modes of
transportation that are exercised by the Department of
Transportation.'' 49 U.S.C. 114(d).
---------------------------------------------------------------------------
A few months before the enactment of the Aviation and
Transportation Security Act, the FAA issued the Airport Security Final
Rule (66 FR 37274; July 17, 2001), which included extensive revisions
to parts 107 and 108. When parts 107 and 108 were revised the FAA had a
continuum of inspection authority sections showing its authority to
inspect for compliance with aircraft operator safety rules (see 14 CFR
119.59), airport safety rules (see 14 CFR 139.105), and aircraft
operator and airport operator security rules (see 14 CFR 107.7 and
108.5). Reading all these FAA rules together, it was evident that FAA
inspectors, both security and safety, had the necessary authority to
conduct inspections at any place on airports necessary to perform their
official duties, including those areas that otherwise are controlled
for security purposes. However, since parts 107 and 108 were removed
and these authorities transferred to TSA, there has been some
misunderstanding about the continuing authority of FAA safety
inspectors to access various areas of the airport that are controlled
for security purposes. This proposed rule makes clear that FAA aviation
safety inspectors continue to have authority to access such areas as
needed to perform their duties.
14 CFR Part 139 Certification of Airports, Final Rule (69 FR 6380)
(http://dmses.dot.gov/docimages/pdf89/268866_web.pdf)
On February 10, 2004, the FAA revised the airport certification
regulations and established certification requirements for airports
serving scheduled air carrier operations in aircraft designed for more
than 9 passenger seats. One change to Sec. 139.105, Inspection
Authority, updated language referencing statutory authority and deleted
terms that were no longer applicable. The revised language in new Sec.
139.105 was not as clear regarding ASI airport access.
[[Page 53506]]
The original Sec. 139.105 required airport operators to allow ASIs
to make any inspection to determine compliance with the broad safety
provisions contained in the Federal Aviation Act of 1958. This included
inspections of airports, aircraft, aircraft operators, and operations
personnel. Revised Sec. 139.105 deleted the reference to the Federal
Aviation Act of 1958 and instead referenced the authority for ASIs to
make inspections to determine compliance with the more current 49
U.S.C. 44706 and part 139, Certification of Airports. This revision to
the regulatory language unintentionally made the operational
implementation of FAA's statutory authority to conduct inspections more
challenging.
ASI access to AOAs, secured areas, and SIDAs of airports extends
beyond part 139 airports. Part 139 airports, which serve scheduled air
carrier operations in aircraft designed for more than 9 passenger
seats, represent only a portion of the airports in the United States.
The intent of this proposed rule is to re-codify FAA statutory
authority for ASI access to perform any necessary tests, inspections,
surveillance, and investigations without limitations as to when and
where those activities may be carried out, not just at part 139
airports. Therefore, we are not proposing to change part 139, but
instead we propose adding a new part 153, with a subpart A devoted to
ASI access.
New Part 153
This proposal would require airport operators to grant ASIs with
proper credentials free and uninterrupted access to airports and
facilities to conduct safety inspections. The FAA issues ASIs
credentials (FAA Form 110A) for identification during the performance
of official safety inspection duties. The FAA will continue the policy
that its local inspectors should display access or identification media
(such as the SIDA identification badge) issued or approved by the
airport operator. However due to the transient nature of an FAA
inspector, the 110A credential will continue as a stand-alone
identification media. For example, during unannounced inspections, FAA
personnel display their FAA credentials in the same manner they would
display access or identification media issued by the airport to
establish their authority to conduct such inspections. In addition,
when entering the sterile area through the TSA screening checkpoint,
FAA personnel will continue to comply with TSA's screening procedures.
This proposal would also define several terms previously contained
in part 107 and currently used by TSA.
Conclusion
This proposal clearly defines FAA's statutory authority to access
secure areas by ASIs with proper credentials. Such access is necessary
so ASIs can perform official duties in support of the FAA's safety
mission. This proposal does not substantively change any requirements
in 14 CFR. Also, reestablishing these requirements in new part 153
would not impose any additional requirements on operators affected by
these rules.
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. We have determined that this
rulemaking would impose no new information collection requirements.
International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. The FAA has
determined that there are no ICAO Standards and Recommended Practices
that correspond to these proposed regulations.
Executive Order 12866 and DOT Regulatory Policies and Procedures
Executive Order 12866, ``Regulatory Planning and Review,'' dated
September 30, 1993 (58 FR 51736) directs the FAA to assess both the
costs and the benefits of a regulatory change. We are not allowed to
propose or adopt a regulation unless we make a reasoned determination
that the benefits of the intended regulation justify the costs. Our
assessment of this rulemaking indicates that its economic impact is
minimal because it does not impose any costs on airport operators.
Because the costs and benefits of this action do not make it a
``significant regulatory action'' as defined in the Order, we have not
prepared a ``regulatory evaluation,'' which is the written cost/benefit
analysis ordinarily required for all rulemaking under the DOT
Regulatory Policies and Procedures. We do not need to do a full
evaluation where the economic impact of a rule is minimal.
Economic Evaluation, Regulatory Flexibility Act, Trade Impact
Assessment, and Unfunded Mandates Assessment
Proposed changes to Federal regulations must undergo several
economic analyses. First, Executive Order 12866 directs each Federal
agency to propose or adopt a regulation only after 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 also requires agencies to consider
international standards and, where appropriate, use them as the basis
of U.S. standards. And fourth, the Unfunded Mandates Reform Act of 1995
(Pub. L. 104-04) 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.)
The Department of Transportation Order DOT 2100.5 prescribes
policies and procedures for simplification, analysis, and review of
regulations. If it is determined that the expected cost impact is so
minimal that a rule does not warrant a full evaluation, this order
permits that a statement to that effect and the basis for it be
included in the preamble; a full regulatory evaluation need not, then,
be prepared. Such a determination has been made for this rule. The
reasoning for that determination follows.
When parts 107 and 108 were revised the FAA had a continuum of
inspection authority sections showing its authority to inspect for
compliance with aircraft operator safety rules (see 14 CFR 119.59),
airport safety rules (see 14 CFR 139.105), and aircraft operator and
airport operator security rules (see 14 CFR 107.7 and 108.5). Reading
all these FAA rules together, it was evident that FAA inspectors, both
security and safety, had the authority to conduct inspections at any
place on airports necessary to perform their official duties, including
those areas that otherwise are controlled for security purposes.
However, since parts 107 and 108 were removed and these authorities
transferred to TSA, there has been some misunderstanding about the
continuing authority of FAA safety inspectors to access various areas
of the airport that are controlled for security purposes. This proposed
rule makes clear that FAA aviation safety inspectors continue
[[Page 53507]]
to have authority to access such areas as needed to perform their
duties.
This proposed rule would put the specific regulatory authority into
a new part 153 and clearly defines the authority of properly
credentialed ASIs to access AOAs, secured areas, and SIDAs of an
airport so they can perform official duties in support of the FAA's
safety mission. Adding this language has a positive safety impact,
because properly credentialed ASIs will be able to perform necessary
inspections that support the FAA's safety mission. The intended effect
of this proposed rule is to make sure ASIs have access to AOAs, secured
areas, and SIDAs of an airport so they can perform official duties in
support of the FAA's safety mission. Its economic impact on airport
operators is minimal.
Regulatory Flexibility Act Determination
The Regulatory Flexibility Act of 1980 (RFA) directs the FAA to fit
regulatory requirements to the scale of the business, organizations,
and governmental jurisdictions subject to the regulation. We are
required to determine whether a proposed or final action will have a
``significant economic impact on a substantial number of small
entities'' as they are defined in the Act. If we find that the action
will have a significant impact, we must do a ``regulatory flexibility
analysis.'' However, if an agency determines that a proposed or final
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 proposed rule clearly defines the authority of properly
credentialed ASIs to access AOAs, secured areas, and SIDAs of an
airport so they can perform official duties in support of the FAA's
safety mission. Its economic impact for airport operators is minimal.
Therefore, the FAA certifies that this action would not have a
significant economic impact on a substantial number of small entities.
The FAA solicits comments about this determination.
Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39) prohibits Federal
agencies from engaging in any standards or related activities that
create unnecessary obstacles to the foreign commerce of the United
States. Legitimate domestic objectives, such as safety, are not
considered unnecessary obstacles. 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 has determined that it would
have only a domestic impact, and, therefore, no effect on international
trade.
Unfunded Mandates Assessment
The Unfunded Mandates Reform Act of 1995 (Pub. L. 104-04) 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 a $100 million or more expenditure (adjusted annually for
inflation). The FAA currently uses an inflation-adjusted value of
$128.1 million in lieu of $100 million.
This NPRM does not contain such a mandate. Therefore, the
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do
not apply to this regulation.
Executive Order 13132, Federalism
The FAA has analyzed this proposed rule under the principles and
criteria of Executive Order 13132, Federalism. We determined that this
action would not have a substantial direct effect on the States, or the
relationship between the national Government and the States, or on the
distribution of power and responsibilities among the various levels of
government. Therefore, we determined that this proposed rule would not
have federalism implications.
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 proposed rule qualifies for the categorical exclusion
identified in paragraph 312f and involves no extraordinary
circumstances.
Regulations That Significantly Affect Energy Supply, Distribution, or
Use
The FAA has analyzed this proposed rule under Executive Order
13211, Actions Concerning Regulations that Significantly Affect Energy
Supply, Distribution, or Use (66 FR 28355, May 18, 2001). We have
determined that it is not a ``significant energy action'' under the
executive order because it is not a ``significant regulatory action''
under Executive Order 12866, and it is not likely to have a significant
adverse effect on the supply, distribution, or use of energy.
Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 requires FAA to comply with small entity requests for information
or advice about compliance with statutes and regulations within its
jurisdiction. Therefore, any small entity that has a question regarding
this document may contact their local FAA official, or the person
listed under FOR FURTHER INFORMATION CONTACT. You can find out more
about SBRFA on the Internet at our site, http://www.faa.gov/regulations_policies/rulemaking/sbre_act/
.
Additional Information
Comments Invited
The FAA invites interested persons to participate in this
rulemaking by submitting written comments, data, or views. We also
invite 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. We ask that you send us two copies of written
comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
concerning this proposed rulemaking. The docket is available for public
viewing before and after the comment closing date, by any of the means
discussed in the ADDRESSES section below.
Before acting on this proposal, we will consider all comments we
receive on or before the closing date for comments. We will consider
comments filed late if it is possible to do so without incurring
expense or delay. We may change this proposal in light of the comments
we receive.
If you want the FAA to acknowledge receipt of your comments on this
proposal, include with your comments a pre-addressed, stamped postcard
on which the docket number appears. We will stamp the date on the
postcard and mail it to you.
Privacy Act Statement
You should be aware that anyone can find and read the comments
received into any of our dockets, including the
[[Page 53508]]
name of the individual sending the comment (or signing the comment on
behalf of an association, business, labor union, etc.) via the Internet
using the Docket Number. You may review DOT's complete Privacy Act
Statement in the Federal Register published on April 11, 2000 (65 FR
19477-78) or you may visit http://dms.dot.gov.
Proprietary or Confidential Business Information
Do not file in the docket information that you consider to be
proprietary or confidential business information. Send or deliver this
information directly to the person identified in the FOR FURTHER
INFORMATION CONTACT section of this document. You must mark the
information that you consider proprietary or confidential. If you send
the 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), when we are aware of proprietary information
filed with a comment, we do not place it in the docket. We hold it in a
separate file to which the public does not have access, and place a
note in the docket that we have received it. If we receive a request to
examine or copy this information, we treat it as any other request
under the Freedom of Information Act (5 U.S.C. 552). We process such a
request under the DOT procedures found in 49 CFR part 7.
Sensitive Security Information
Do not submit comments that include sensitive security information
(SSI) to the public regulatory docket. Please submit such comments
separately from other comments on the rulemaking. Comments containing
this type of information should be appropriately marked as containing
such information and submitted by mail to the address listed in FOR
FURTHER INFORMATION CONTACT section.
Upon receipt of such comments, we will not place the comments in
the public docket and will handle them in accordance with applicable
safeguards and restrictions on access. FAA will hold them in a separate
file to which the public does not have access and place a note in the
public docket that FAA has received such materials from the commenter.
If we receive a request to examine or copy this information, we will
treat it as any other request under the Freedom of Information Act
(FOIA) (5 U.S.C. 552).
Availability of Rulemaking Documents
You can get an electronic copy using the Internet by:
(1) Searching the Department of Transportation's electronic Docket
Management System (DMS) Web page (http://dms.dot.gov/search); (2) Visiting the FAA's Regulations and Policy Web page at http://
http://www.faa.gov/regulations_policies/; or
(3) Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html
.
You can also get a copy 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. Make
sure to identify the docket number, notice number, or amendment number
of this rulemaking.
List of Subjects in 14 CFR Part 153
Airports, Aviation safety.
The Proposed Rule
In consideration of the foregoing the Federal Aviation
Administration proposes to amend Chapter I of Title 14 Code of Federal
Regulations by adding part 153 to read as follows:
PART 153--AIRPORT OPERATIONS
Subpart A--Aviation Safety Inspector Access
Sec.
153.1 Applicability.
153.3 Definitions.
153.5 Aviation safety inspector airport access.
Subpart B--[Reserved]
Authority: 49 U.S.C. 106(g), 40113, and 44701.
Subpart A--Aviation Safety Inspector Access
Sec. 153.1 Applicability.
This subpart prescribes requirements governing Aviation Safety
Inspector access to airports to perform official duties.
Sec. 153.3 Definitions.
The following definitions apply in this subpart:
Air Operations Area (AOA) means a portion of an airport, specified
in the airport security program, in which security measures specified
in Title 49 of the Code of Federal Regulations are carried out. This
area includes aircraft movement areas, aircraft parking areas, loading
ramps, and safety areas, for use by aircraft regulated under 49 CFR
parts 1542, 1544, and 1546, and any adjacent areas (such as general
aviation areas) that are not separated by adequate security systems,
measures, or procedures. This area does not include the secured area.
Airport means any public use airport, including heliports, as
defined in 49 U.S.C. 47501, including:
(1) Any airport which is used or to be used for public purposes,
under the control of a public agency, the landing area of which is
publicly owned;
(2) Any privately owned reliever airport; and
(3) Any privately owned airport which is determined by the
Secretary of Transportation to enplane annually 2,500 or more
passengers and receive scheduled passenger service of aircraft, which
is used or to be used for public purposes.
Airport Operator means the operator of an airport as defined in 49
U.S.C. 47501.
Aviation Safety Inspector means a properly credentialed individual
who bears FAA Form 110A and is authorized under the provisions of 49
U.S.C. 40113 to perform inspections and investigations.
FAA Form 110A means the credentials issued to qualified Aviation
Safety Inspectors by the FAA for use in the performance of official
duties.
Secured area means a portion of an airport, specified in the
airport security program, in which certain security measures specified
in Chapter 1 of Title 49 of the Code of Federal Regulations are carried
out. This area is where aircraft operators and foreign air carriers
that have a security program under 49 CFR part 1544 or part 1546
enplane and deplane passengers and sort and load baggage and any
adjacent areas that are not separated by adequate security systems,
measures, or procedures.
Security Identification Display Area (SIDA) means a portion of an
airport, specified in the airport security program, in which security
measures specified in Chapter 1 of Title 49 of the Code of Federal
Regulations are carried out. This area includes the secured area and
may include other areas of the airport.
Sec. 153.5 Aviation safety inspector airport access.
Airport operators, aircraft operators, aircraft owners, airport
tenants, and air agencies must grant Aviation Safety Inspectors bearing
FAA Form 110A free and uninterrupted access to airports and facilities,
including AOAs, secured areas, SIDAs, and other restricted areas.
Aviation Safety Inspectors displaying FAA Form 110A do not require
access media or identification media issued or
[[Page 53509]]
approved by an airport operator or aircraft operator in order to
inspect or test compliance, or perform other such duties as the FAA may
direct.
Subpart B--[Reserved]
Issued in Washington, DC, on September 12, 2007.
James J. Ballough,
Director, Flight Standards Service.
[FR Doc. E7-18349 Filed 9-18-07; 8:45 am]
BILLING CODE 4910-13-P