80 FR 63912 - Clarification of the Applicability of Aircraft Registration Requirements for Unmanned Aircraft Systems (UAS) and Request for Information Regarding Electronic Registration for UAS
DEPARTMENT OF TRANSPORTATION
Office of the Secretary
Federal Aviation Administration Federal Register Volume 80, Issue 204 (October 22, 2015)
Office of the Secretary
Federal Aviation Administration
Federal Register Volume 80, Issue 204 (October 22, 2015)
| Page Range | 63912-63914 | |
| FR Document | 2015-26874 |
[Federal Register Volume 80, Number 204 (Thursday, October 22, 2015)] [Rules and Regulations] [Pages 63912-63914] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2015-26874] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Office of the Secretary Federal Aviation Administration 14 CFR Chapter I [Docket No. FAA-2015-4378] Clarification of the Applicability of Aircraft Registration Requirements for Unmanned Aircraft Systems (UAS) and Request for Information Regarding Electronic Registration for UAS AGENCY: Department of Transportation and Federal Aviation Administration. ACTION: Clarification and request for information. ----------------------------------------------------------------------- SUMMARY: This document clarifies the applicability of the statutory requirements regarding aircraft registration to UAS, including those operating as model aircraft. In addition, the DOT announces the formation of a UAS registration task force to explore and develop recommendations to streamline the registration process for UAS to ease the burden associated with the existing aircraft registration process. This document requests information and recommendations regarding what information and registration platform would be appropriate for UAS registration and ways to minimize the burden to the regulated community. In addition, we request comment on which UAS, based on their weight or performance capabilities, warrant a continued exercise of discretion with respect to requiring registration because of the negligible risk they pose to the national airspace system (NAS). DATES: This clarification goes into effect October 22, 2015. To assist the task force in developing its recommendations, the Department [[Page 63913]] requests that comments in response to the request for information be submitted to docket FAA-2015-4378 at www.regulations.gov, by November 6, 2015. The docket will remain open after this time and the Department will consider all comments received in developing a registration process. ADDRESSES: You may submit comments by any of the following methods:Federal Rulemaking Portal: http://www.regulations.gov. Follow the instructions for submitting comments. Fax: 202-493-2251. Mail: Dockets Management System; U.S. Department of Transportation, Dockets Operations, M-30, Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590-0001. Hand Delivery: To U.S. Department of Transportation, Dockets Operations, M-30, Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590-0001, between 9:00 a.m. and 5:00 p.m., Monday through Friday, except Federal holidays. Instructions: Include the agency name and docket number FAA-2015-4378 for this document at the beginning of your comment. Note that all comments received will be posted without change to http://www.regulations.gov including any personal information provided. If sent by mail, comments must be submitted in duplicate. Persons wishing to receive confirmation of receipt of their comments must include a self-addressed stamped postcard. Privacy Act: Anyone is able to search the electronic form of any written communications and comments received into any of our dockets by the name of the individual submitting the document (or signing the document, if submitted on behalf of an association, business, labor union, etc.). You may review DOT's complete Privacy Act Statement at http://www.dot.gov/privacy. Docket: You may view the public docket through the Internet at http://www.regulations.gov or in person at the Docket Operations office at the above address (See ADDRESSES). FOR FURTHER INFORMATION CONTACT: Questions regarding this document may be directed to Earl Lawrence, Director, FAA UAS Integration Office, 800 Independence Ave. SW., Washington DC 20591; phone: (202) 267-6556; email: [email protected]. SUPPLEMENTARY INFORMATION: Background In the FAA Modernization and Reform Act of 2012 (Pub. L. 112-95) (the Act), Congress mandated that the DOT, in consultation with other government partners and industry stakeholders, develop a comprehensive plan to safely accelerate the integration of civil UAS in the NAS. Since 2012, the Department has made progress in enabling UAS operations, through issuing exemptions under section 333 of the Act to permit commercial operations; creating a UAS test site program to encourage further research and testing of UAS operations in real-world environments; issuing a notice of proposed rulemaking, Operation and Certification of Small Unmanned Aircraft Systems (RIN 2120-AJ60) (small UAS NPRM), that sets forth a framework for integrating small UAS operations in the NAS; and developing a Pathfinder program to encourage research and innovation that will enable advanced UAS operations. A foundational statutory and regulatory requirement that the Department has employed for each of these integration programs is aircraft registration and marking. In order to operate in the NAS, the Department must ensure that operators are not only aware of the system in which they are operating, but that we also have a means to identify and track the UAS to its operator. One means to accomplish this is through aircraft registration and marking. To date, UAS operators that the Department has authorized have been required to register their UAS through the FAA's existing paper-based registration process under 14 CFR part 47. As an exercise of discretion, historically we have not required model aircraft to be registered under this system. UAS hold enormous promise for our economy and for the aviation industry. But for the industry to develop to its full potential, we have to ensure that it develops safely. Over the past several months, we have received increasing reports of unauthorized and unsafe use of small UAS. Pilot reports of UAS sightings in 2015 are double the rate of 2014. Pilots have reported seeing drones at altitudes up to 10,000 feet, or as close as half-a-mile from the approach end of a runway. In recent weeks, the presence of multiple UAS in the vicinity of wild fires in the western part of the country prompted firefighters to ground their aircraft on several occasions. These UAS operations are unsafe and illegal. However, only a small percentage of these incidents have resulted in enforcement actions against individuals for unsafe or unauthorized UAS operation because identifying an individual or entity responsible for the dangerous operation of UAS is very difficult. This situation is troubling to the unmanned aircraft industry, to responsible model aircraft users, and to users of the NAS, all of whom always put safety first. The risk of unsafe operations will only increase as more UAS enter the NAS. Some retailers have projected huge holiday sales. We are committed to ensuring that the U.S. continues to lead the world in the development and implementation of aviation technology, and in doing so, that we create a space for the creativity, innovation and exploration that will drive this industry forward in the years and decades ahead. At the same time, we must create a culture of accountability and responsibility among all UAS operators. To maintain safety in the NAS, the Department has reconsidered its past practice of exercising discretion with respect to requiring UAS to be registered, consistent with statutory requirements of 49 U.S.C. 44101-44103, and has determined that registration of all UAS is necessary to enforce personal accountability while operating an aircraft in our skies. Federal law requires that a person may only operate an aircraft when it is registered with the FAA. 49 U.S.C. 44101(a).\1\ ``Aircraft'' is defined as ``any contrivance invented, used, or designed to navigate, or fly in, the air.'' \2\ 49 U.S.C. 40102(a)(6). In 2012, Congress confirmed that UAS, including those used for recreation or hobby purposes, are aircraft consistent with the statutory definition set forth in 49 U.S.C. 40102(a)(6). See Public Law 112-95, sec. 331(8), 336 (defining an unmanned aircraft as ``an aircraft that is that is operated without the possibility of direct human intervention from within or on the aircraft,'' and model aircraft as ``an unmanned aircraft that is capable of sustained flight in the atmosphere, flown within visual line of sight of the person operating the aircraft, and flown for hobby or recreational purposes''); see also Administrator v. Pirker, NTSB Order No. EA-5730, at 12 (Nov. 17, 2014) (affirming that the statutory definition of aircraft is clear and unambiguous and ``includes any air aircraft, manned or unmanned, large or small.''). Because UAS, including model aircraft, are aircraft, they are subject to FAA regulation, including the statutory [[Page 63914]] requirements regarding registration set forth in 49 U.S.C. 44101(a), and further prescribed in regulation at 14 CFR part 47. --------------------------------------------------------------------------- \1\ The FAA is charged with registering and issuing a certificate of registration to the owner of an aircraft that meets the requirements of 49 U.S.C. 44102. See 49 U.S.C. 44102-03. These statutory requirements are augmented by regulations in part 47 of title 14, Code of Federal Regulations. \2\ Similarly, FAA regulations define ``aircraft'' as ``a device that is used or intended to be used for flight in the air.'' 14 CFR 1.1. --------------------------------------------------------------------------- Historically, the FAA, through the exercise of its discretion, has not enforced the statutory requirements for aircraft registration in 49 U.S.C. 44101 for model aircraft. As evidenced by the recent reports of unsafe UAS operations, the lack of awareness of operators regarding what must be done to operate UAS safely in the NAS, and the lack of identification of UAS and their operators pose significant challenges in ensuring accountability for responsible use. Without increased awareness and knowledge of the statutory and regulatory requirements for safe operation, the risk of unsafe UAS operations will only rise. Aircraft identification and marking will assist the Department in identifying owners of UAS that are operated in an unsafe manner, so we may continue to educate these users, and when appropriate, take enforcement action. Requiring registration of all UAS, including those operated for hobby or recreation, embraces and applies the Academy of Model Aeronautics' (AMA)'s policy of identification to UAS operators who may not be modelers registered with the AMA. Additionally, it would ensure consistency with other UAS operations currently required to be registered, such as public aircraft, those operated under exemptions, and certificated aircraft, as well as those operations contemplated in the small UAS NPRM. Based on the Department's experience in registering small UAS authorized by exemptions granted under the authority of section 333 of the FAA Modernization and Reform Act of 2012, and the comments received on the proposed registration requirements in the small UAS NPRM, it is apparent that the current paper-based system for aircraft registration is too burdensome for small UAS, to include model aircraft. To facilitate compliance with the statutory obligation for registration, the DOT is currently evaluating options for a streamlined, electronic- based registration system for small UAS. The Department has convened a UAS registration task force, under the FAA's authority in 49 U.S.C. 106(p)(5) to designate aviation rulemaking committees. This task force will provide recommendations on the type of registration platform needed to accommodate small UAS, as well as the information that will need to be provided to register these aircraft. The UAS registration task force also will explore and provide recommendations on whether it is appropriate for the FAA to continue to exercise discretion with respect to requiring registration of certain UAS based on their weight and performance capabilities. The task force will meet and provide its recommendations to the Department by November 20, 2015. To facilitate the task force's work, we are requesting information and data from the public in the following areas: 1. What methods are available for identifying individual products? Does every UAS sold have an individual serial number? Is there another method for identifying individual products sold without serial numbers or those built from kits? 2. At what point should registration occur (e.g. point-of-sale or prior-to-operation)? How should transfers of ownership be addressed in registration? 3. If registration occurs at point-of-sale, who should be responsible for submission of the data? What burdens would be placed on vendors of UAS if DOT required registration to occur at point-of-sale? What are the advantages of a point-of-sale approach relative to a prior-to-operation approach? 4. Consistent with past practice of discretion, should certain UAS be excluded from registration based on performance capabilities or other characteristics that could be associated with safety risk, such as weight, speed, altitude operating limitations, duration of flight? If so, please submit information or data to help support the suggestions, and whether any other criteria should be considered. 5. How should a registration process be designed to minimize burdens and best protect innovation and encourage growth in the UAS industry? 6. Should the registration be electronic or web-based? Are there existing tools that could support an electronic registration process? 7. What type of information should be collected during the registration process to positively identify the aircraft owner and aircraft? 8. How should the registration data be stored? Who should have access to the registration data? How should the data be used? 9. Should a registration fee be collected and if so, how will the registration fee be collected if registration occurs at point-of-sale? Are there payment services that can be leveraged to assist (e.g. PayPal)? 10. Are there additional means beyond aircraft registration to encourage accountability and responsible use of UAS? Comments received by November 6, 2015 would be most helpful in assisting the UAS registration task force in developing its recommendations. The comment period will remain open after this period and the Department will consider the comments received, in addition to the UAS registration task force's recommendations, in developing a stream-lined registration process for small UAS, including model aircraft. Issued in Washington, DC, on October 19, 2015. Anthony R. Foxx, Secretary of Transportation. Michael P. Huerta, Administrator of the Federal Aviation Administration. [FR Doc. 2015-26874 Filed 10-20-15; 11:15 am] BILLING CODE 4910-9X-P
![63912 Federal Register / Vol. 80, No. 204 / Thursday, October 22, 2015 / Rules and Regulations
workers but does not mandate a specific As noted previously, Congress has This document does not affect the
reduction. See 48 U.S.C. 1806(d)(2). In mandated that the transition period end status of any individual currently
addition, DHS regulations provide that on December 31, 2019, without the holding CW–2 nonimmigrant status as
the numerical limitation for any fiscal possibility of an administrative the spouse or minor child of a CW–1
year will be less than the number extension of the CW program. See 48 nonimmigrant worker. This document
established for the previous fiscal year, U.S.C. 1806(a), (d). Given this firm also does not directly affect the ability
and that it will be reasonably calculated sunset date and the CNRA’s requirement of any individual to extend or otherwise
to reduce the number of CW–1 to reduce the number of transitional obtain CW–2 status, as the numerical
nonimmigrant workers to zero by the workers to zero by the end of the limitation applies to CW–1 principals
end of the program. 8 CFR transition period, DHS believes that a only. This document, however, may
214.2(w)(1)(viii)(C). DHS may adjust the prudent approach to the numerical limit indirectly affect individuals seeking
numerical limitation at any time by for the next fiscal year is to institute a CW–2 status since their status depends
publishing a notice in the Federal meaningful but moderate reduction in on the CW–1 principal’s ability to
Register, but may only reduce the the numerical limitation. As such, DHS obtain or retain CW–1 status.
figure. See 8 CFR 214.2(w)(1)(viii)(D). believes that a reduction of 1,000 is
To comply with these requirements, appropriate for FY 2016. This new Jeh Charles Johnson,
meet the CNMI’s labor market’s needs, baseline preserves access to foreign Secretary.
provide opportunity for growth, and labor within the CNMI and provides a [FR Doc. 2015–26963 Filed 10–21–15; 8:45 am]
preserve access to foreign labor, DHS cushion for demand growth, yet BILLING CODE 9111–97–P
has set the numerical limitation for FY provides a meaningful reduction that
2016 at 12,999. DHS arrived at this aids DHS in the implementation of the
figure by taking the number of CW–1 mandated cap reductions to zero over DEPARTMENT OF TRANSPORTATION
nonimmigrant workers needed based on the transition period. Accordingly, DHS
the FY 2015 limitation of 13,999, and is reducing the number of transitional Office of the Secretary
then moderately reducing it by 1,000 or workers from the current fiscal year
approximately 7.2 percent. The new numerical limitation of 13,999, and Federal Aviation Administration
number will accommodate continued establishing the maximum number of
economic growth within the CNMI that persons who may be granted CW–1 14 CFR Chapter I
might result in a need for additional nonimmigrant status in FY 2016 at [Docket No. FAA–2015–4378]
CW–1 nonimmigrant workers during FY 12,999.
2016. Therefore, CNMI businesses can The FY 2016 numerical limitation for Clarification of the Applicability of
continue to hire CW–1 workers to meet CW–1 nonimmigrant workers will be in Aircraft Registration Requirements for
their current and future need for foreign effect beginning on October 1, 2015. Unmanned Aircraft Systems (UAS) and
workers. DHS still retains the ability to adjust the Request for Information Regarding
In setting this new numerical numerical limitation for a fiscal year or Electronic Registration for UAS
limitation for FY 2016, DHS considered other period, in its discretion, at any
its effect in conjunction with the time by notice in the Federal Register. AGENCY: Department of Transportation
published media reports indicating that See 8 CFR 214.2(w)(1)(viii)(C) and (D). and Federal Aviation Administration.
the CNMI economy continues to grow 1 Consistent with the rules applicable to ACTION: Clarification and request for
and that any reduction in the number of other nonimmigrant worker visa information.
CW–1 workers available will have to classifications, if the numerical
account for new investments and the SUMMARY: This document clarifies the
limitation for the fiscal year is not applicability of the statutory
expansion of existing businesses in reached, the unused numbers do not
order to support such economic requirements regarding aircraft
carry over to the next fiscal year. See 8 registration to UAS, including those
growth.2 CFR 214.2(w)(1)(viii)(E).
For the aforementioned reasons, DHS operating as model aircraft. In addition,
Generally, each CW–1 nonimmigrant the DOT announces the formation of a
recognizes that any numerical limitation worker with an approved employment
must account for the fact that the CNMI UAS registration task force to explore
start date that falls within FY 2016 3 will and develop recommendations to
economy continues to be based on a be counted against the new numerical
workforce composed primarily of streamline the registration process for
limitation of 12,999. Counting each UAS to ease the burden associated with
foreign workers. Therefore, any new CW–1 nonimmigrant worker in this
fiscal year numerical limit should allow the existing aircraft registration process.
manner will help ensure that U.S. This document requests information
for economic growth until the end of the Citizenship and Immigration Services
transitional worker program, which is and recommendations regarding what
does not approve requests for more than information and registration platform
now December 31, 2019. DHS must 12,999 CW–1 nonimmigrant workers.
reduce the annual numerical limitation would be appropriate for UAS
This document does not affect the
as statutorily mandated, but also should registration and ways to minimize the
current immigration status of foreign
ensure that there are enough CW–1 burden to the regulated community. In
workers who have CW–1 nonimmigrant
workers for future fiscal years until the addition, we request comment on which
status. Foreign workers, however, will
end of the program. UAS, based on their weight or
be affected by this document when their
performance capabilities, warrant a
CNMI employers file:
asabaliauskas on DSK5VPTVN1PROD with RULES
1 See Cherrie Anne E. Villahermosa, CNMI continued exercise of discretion with
Sustaining Economic Growth Momentum, Marianas • For an extension of their CW–1
respect to requiring registration because
Variety, June 30, 2015, available at http:// nonimmigrant classification, or
pidp.eastwestcenter.org/pireport/2015/June/06-30- • A change of status from another of the negligible risk they pose to the
19.htm. nonimmigrant status to that of CW–1 national airspace system (NAS).
2 See Raquel C. Bagnol, Labor Chief Says CW
nonimmigrant status. DATES: This clarification goes into effect
Allocation Needs to be Revisited, Marianas Variety,
June 17, 2015, available at http://
October 22, 2015. To assist the task
www.mvariety.com/cnmi/cnmi-news/local/77978- 3 FY 2016 refers to the period between October 1, force in developing its
labor-chief-says-cw-allocation-needs-to-be-revisited. 2015, and September 30, 2016. recommendations, the Department
VerDate Sep<11>2014 16:39 Oct 21, 2015 Jkt 238001 PO 00000 Frm 00024 Fmt 4700 Sfmt 4700 E:\FR\FM\22OCR1.SGM 22OCR1](https://thefederalregister.org/doc/80_FR_64116/page/1.svg)
![63914 Federal Register / Vol. 80, No. 204 / Thursday, October 22, 2015 / Rules and Regulations
requirements regarding registration set on whether it is appropriate for the FAA the UAS registration task force in
forth in 49 U.S.C. 44101(a), and further to continue to exercise discretion with developing its recommendations. The
prescribed in regulation at 14 CFR part respect to requiring registration of comment period will remain open after
47. certain UAS based on their weight and this period and the Department will
Historically, the FAA, through the performance capabilities. The task force consider the comments received, in
exercise of its discretion, has not will meet and provide its addition to the UAS registration task
enforced the statutory requirements for recommendations to the Department by force’s recommendations, in developing
aircraft registration in 49 U.S.C. 44101 November 20, 2015. To facilitate the a stream-lined registration process for
for model aircraft. As evidenced by the task force’s work, we are requesting small UAS, including model aircraft.
recent reports of unsafe UAS operations, information and data from the public in Issued in Washington, DC, on October 19,
the lack of awareness of operators the following areas: 2015.
regarding what must be done to operate 1. What methods are available for
Anthony R. Foxx,
UAS safely in the NAS, and the lack of identifying individual products? Does
identification of UAS and their every UAS sold have an individual Secretary of Transportation.
operators pose significant challenges in serial number? Is there another method Michael P. Huerta,
ensuring accountability for responsible for identifying individual products sold Administrator of the Federal Aviation
use. Without increased awareness and without serial numbers or those built Administration.
knowledge of the statutory and from kits? [FR Doc. 2015–26874 Filed 10–20–15; 11:15 am]
regulatory requirements for safe 2. At what point should registration BILLING CODE 4910–9X–P
operation, the risk of unsafe UAS occur (e.g. point-of-sale or prior-to-
operations will only rise. Aircraft operation)? How should transfers of
identification and marking will assist ownership be addressed in registration?
3. If registration occurs at point-of- DEPARTMENT OF COMMERCE
the Department in identifying owners of
UAS that are operated in an unsafe sale, who should be responsible for National Oceanic and Atmospheric
manner, so we may continue to educate submission of the data? What burdens Administration
these users, and when appropriate, take would be placed on vendors of UAS if
enforcement action. DOT required registration to occur at 15 CFR Part 950
Requiring registration of all UAS, point-of-sale? What are the advantages
including those operated for hobby or of a point-of-sale approach relative to a [Docket No: 150202106–5879–02]
recreation, embraces and applies the prior-to-operation approach?
Academy of Model Aeronautics’ 4. Consistent with past practice of RIN 0648–BE86
(AMA)’s policy of identification to UAS discretion, should certain UAS be
operators who may not be modelers excluded from registration based on Schedule of Fees for Access to NOAA
registered with the AMA. Additionally, performance capabilities or other Environmental Data, Information, and
it would ensure consistency with other characteristics that could be associated Related Products and Services
UAS operations currently required to be with safety risk, such as weight, speed,
registered, such as public aircraft, those AGENCY: National Environmental
altitude operating limitations, duration
operated under exemptions, and Satellite, Data and Information Service
of flight? If so, please submit
certificated aircraft, as well as those (NESDIS), National Oceanic and
information or data to help support the
operations contemplated in the small Atmospheric Administration (NOAA),
suggestions, and whether any other
UAS NPRM. Department of Commerce.
criteria should be considered.
Based on the Department’s experience 5. How should a registration process ACTION: Final rule.
in registering small UAS authorized by be designed to minimize burdens and
exemptions granted under the authority SUMMARY: In this final rule, NESDIS
best protect innovation and encourage
of section 333 of the FAA establishes a new schedule of fees for
growth in the UAS industry?
Modernization and Reform Act of 2012, 6. Should the registration be the sale of its data, information, and
and the comments received on the electronic or web-based? Are there related products and services to users.
proposed registration requirements in existing tools that could support an NESDIS is revising the fee schedule that
the small UAS NPRM, it is apparent that electronic registration process? has been in effect since 2013 to ensure
the current paper-based system for 7. What type of information should be that the fees accurately reflect the costs
aircraft registration is too burdensome collected during the registration process of providing access to the
for small UAS, to include model to positively identify the aircraft owner environmental data, information, and
aircraft. To facilitate compliance with and aircraft? related products and services. NESDIS
the statutory obligation for registration, 8. How should the registration data be is authorized under 15 U.S.C. 1534 to
the DOT is currently evaluating options stored? Who should have access to the assess fees, up to fair market value, for
for a streamlined, electronic-based registration data? How should the data access to environmental data,
registration system for small UAS. The be used? information, and products derived from,
Department has convened a UAS 9. Should a registration fee be collected, and/or archived by NOAA.
registration task force, under the FAA’s collected and if so, how will the Other than depreciation, costs to
authority in 49 U.S.C. 106(p)(5) to registration fee be collected if upgrade computer hardware and
designate aviation rulemaking registration occurs at point-of-sale? Are software systems will not be included in
asabaliauskas on DSK5VPTVN1PROD with RULES
committees. This task force will provide there payment services that can be the fees charged to users. NESDIS is
recommendations on the type of leveraged to assist (e.g. PayPal)? updating its schedule of fees for access
registration platform needed to 10. Are there additional means to NOAA Environmental Data,
accommodate small UAS, as well as the beyond aircraft registration to encourage Information, and Related Products and
information that will need to be accountability and responsible use of Services as costs of providing access
provided to register these aircraft. The UAS? have changed since 2013.
UAS registration task force also will Comments received by November 6, DATES: Effective date: November 23,
explore and provide recommendations 2015 would be most helpful in assisting 2015.
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Document Created: 2015-12-14 15:34:06
Document Modified: 2015-12-14 15:34:06
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Rules and Regulations | |
| Action | Clarification and request for information. | |
| Dates | This clarification goes into effect October 22, 2015. To assist the task force in developing its recommendations, the Department requests that comments in response to the request for information be submitted to docket FAA-2015-4378 at www.regulations.gov, by November 6, 2015. | |
| Contact | Questions regarding this document may be directed to Earl Lawrence, Director, FAA UAS Integration Office, 800 Independence Ave. SW., Washington DC 20591; phone: (202) 267-6556; email: [email protected] | |
| FR Citation | 80 FR 63912 |
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