[Federal Register Volume 63, Number 219 (Friday, November 13, 1998)]
[Rules and Regulations]
[Pages 63417-63421]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-30344]



[[Page 63417]]

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GENERAL SERVICES ADMINISTRATION

41 CFR Parts 301-3 and 301-10

[FTR Amendment 74--1998 Edition]
RIN 3090-AG73


Federal Travel Regulation; Use of Commercial Transportation, Fly 
America Act

AGENCY: Office of Governmentwide Policy (OGP), GSA.

ACTION: Final rule.

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SUMMARY: This final rule amends the Federal Travel Regulation (FTR) 
provisions pertaining to use of U.S. flag air carriers under the 
provisions of 49 U.S.C. 40118, commonly referred to as the Fly America 
Act. This final rule reduces the connecting time for use of U.S. flag 
air carrier service at an overseas interchange point; requires that 
airline tickets issued under a code share agreement identify the U.S. 
flag air carrier's designator code and flight number; removes 
references to ``gateway airports;'' and implements a new method for 
calculation of the employee's liability for unauthorized transportation 
on a foreign air carrier.

EFFECTIVE DATE: January 1, 1999.

FOR FURTHER INFORMATION CONTACT: Technical information: Umeki G. 
Thorne, telephone (202) 501-1538. FTR ``plain language'' format: 
Internet GSA, [email protected].

SUPPLEMENTARY INFORMATION: Subsection 127 (d) of the General Accounting 
Office Act of 1996 (Pub. L. 104-316) amended 49 U.S.C. 40118 to require 
that the Administrator of General Services Administration (GSA) issue 
regulations under which agencies may permit payment for transportation 
on a foreign air carrier when such transportation is determined 
necessary. This final rule implements the Administrator's authority 
under the statute, identifying when U.S. flag air carrier service is 
deemed available (for transportation between a point in the United 
States and a point outside the United States) or reasonably available 
(for transportation between two points outside the United States). This 
final rule is written in the ``plain language'' style of regulation 
writing as a continuation of GSA's effort to make the FTR easier to 
understand and use. This final rule removes Part 301-3 of 41 CFR 
Chapter 301 and adds the provisions implementing the Fly America Act to 
Part 301-10. This final rule also modifies the proposed rule with 
request for comments published in the Federal Register on April 7, 1998 
(63 FR 16936).
    During the 30-day comment period provided by the proposed rule, GSA 
received comments from four Federal agencies, three U.S. flag air 
carriers, an air carrier association, and three non-Government 
entities. GSA carefully reviewed each comment. Changes based on 
comments received have been grouped by section of the proposed rule and 
subject area and are discussed in the following general analysis.

Section 301-10.134  What Is U.S. Flag Air Carrier Service?

U.S. Air Carrier Certificate

    Section 301-10.134 of the proposed rule generally defines ``U.S. 
flag air carrier service'' as service on an air carrier holding a 
certificate under 49 U.S.C. 41102. One Federal agency requested that 
GSA clarify that although U.S. flag air carriers must hold a 
certificate, the transportation does not have to be authorized by such 
certificate, if it is authorized by rule or exemption. GSA has revised 
Sec. 301-10.134 accordingly.

Code Share Agreements

Ticket Stock
    A comment from a non-Government entity supported the language in 
Sec. 301-10.134 of the proposed rule stating that service under a code 
share arrangement, when the entire ticket is issued by a U.S. flag air 
carrier, is deemed U.S. flag air carrier service. In contrast, three 
Federal agencies, two U.S. flag air carriers and the air carrier 
association objected to this requirement as too restrictive. Two of the 
Federal agencies and the air carrier association stated that many 
developing countries have neither U.S. flag air carrier facilities nor 
personnel. Accordingly, in such cases, obtaining a ticket on U.S. flag 
air carrier ticket stock is not practicable and could preclude 
travelers from benefiting from U.S. flag air carrier service through 
code share arrangements. The air carrier association also pointed out 
that the essential feature on an airline ticket is the air carrier 
designator code and flight number rather than the ticket stock. One 
U.S. flag air carrier stated that imposing a U.S. air carrier ticket 
stock requirement could, in some cases, divert traffic to foreign air 
carriers in those locations where no U.S. flag air carrier facilities 
or personnel are located. In addition, GSA notes that as airlines and 
travelers more frequently utilize electronic ticketing, a U.S. air 
carrier ticket stock requirement appears outdated. As a result of these 
comments, the language of the proposed rule has been revised. The final 
rule states that the ticket (or documentation for an electronic ticket) 
must identify the U.S. flag air carrier's designator code and flight 
number. The requirement that the ticket be issued on U.S. flag air 
carrier ticket stock has been removed.

Foreign Air Carrier Code Share Service as U.S. Flag Air Carrier Service

    One U.S. flag air carrier objected, except under limited 
circumstances, to the determination that service by a foreign air 
carrier under a code share arrangement is service by a U.S. flag air 
carrier. Specifically, the U.S. flag air carrier stated that code share 
service by a foreign air carrier is merely a form of interline service 
and therefore should not be considered service by a U.S. flag air 
carrier unless the U.S. flag air carrier bears the financial risk of 
empty seats on the aircraft. In contrast, the air carrier association 
commented that code share arrangements between U.S. flag air carriers 
and foreign air carriers are consistent with the Fly America Act 
because they promote the intent of the Fly America Act by improving the 
economic and competitive position of U.S. flag air carriers.
    The final rule provides that U.S. flag air carrier service includes 
service provided by a foreign air carrier under a code share agreement 
when the ticket, or documentation in the case of an electronic ticket, 
identifies the U.S. flag air carrier's designator code and flight 
number. It is GSA's position that codesharing between U.S. flag air 
carriers and foreign air carriers increases opportunities for U.S. flag 
air carriers to expand into new international markets, which in turn 
promotes revenues to U.S. flag air carriers, thereby furthering the 
goals of the Fly America Act. Additionally, the U.S. flag air carrier 
whose designator code and flight number appears on the ticket, or 
documentation in the case of an electronic ticket, takes responsibility 
for the passenger(s) traveling under the U.S. flag air carrier's 
designator code and flight number, supporting the determination that 
the code share service is properly deemed service by the U.S. flag air 
carrier.

Section 301-10.135  When Must I Travel Using U.S. Flag Air Carrier 
Service?

Exception for Transportation Under Bilateral and Multilateral 
Agreements

    Section 301-10.135 of the proposed rule states that U.S. flag air 
carrier service must be used for all travel funded by the U.S. 
Government, unless one of the various exceptions applies. One Federal 
agency commented that Sec. 301-10.135(b), which addresses

[[Page 63418]]

bilateral or multilateral agreements, could be misleading because the 
criteria from the Fly America Act for exchanging fly-national 
privileges under such agreements are to be applied by the negotiators 
at the time the agreement is made, not by the traveler. That agency 
also stated that as of the date of the proposed rule there were no 
bilateral or multilateral agreements in effect that met the 
requirements of the Fly America Act. Based on this comment, GSA has 
clarified Sec. 301-10.135(b). Under the final rule, a traveler is not 
required to use U.S. flag air carrier service if transportation by a 
foreign air carrier is provided under a bilateral or multilateral air 
transportation agreement which the Department of Transportation has 
determined meets the conditions specified in the Fly America Act. To 
verify existence of any qualifying bilateral or multilateral 
agreements, agencies should contact the U.S. Department of 
Transportation, Office of the Secretary, Office of International 
Aviation, Room X-40, Washington, DC 20590.

Direct Service by Foreign Air Carrier

    A Federal agency commented on Sec. 301-10.135(d) of the proposed 
rule, which states that when no U.S. flag air carrier provides service 
on a particular leg of the route, foreign air carrier service may be 
used, but only to or from the nearest interchange point on a usually 
traveled route to connect with U.S. flag air carrier service. The 
agency requested that GSA eliminate the words, ``but only to or from 
the nearest interchange point on a usually traveled route'' in order to 
save travel time by enabling travelers to use direct service on a 
foreign air carrier. GSA is not persuaded that this change is 
warranted. While the use of a foreign air carrier may be more 
convenient when the foreign air carrier has nonstop or direct service, 
GSA does not consider a shorter travel time in these circumstances to 
be sufficient to consider U.S. flag air carrier service unavailable or 
use of a foreign air carrier necessary. Therefore, GSA did not adopt 
the revision proposed in the comment. Of course, if the traveler meets 
an exception provided in the regulation, such as those provided in 
Sec. 301-10.136, then the traveler may use a foreign air carrier.

Section 301-10.136  What Exceptions to the Fly America Act Requirements 
Apply When I Travel Between the United States and Another Country?

    Removal of the terms ``gateway airport in the United States'' and 
``gateway airport abroad''
    The air carrier association requested clarification for the removal 
of terms ``gateway airport in the United States'' and ``gateway airport 
abroad.'' The association stated that it does not oppose the deletion 
of the terms but requested that GSA clarify any policy change intended 
by the elimination of these terms. GSA does not intend to make a 
significant substantive policy change through the removal of the terms 
``gateway airport abroad'' and ``gateway airport in the United 
States.'' However, as there are a myriad of potential travel 
situations, there may be instances where the removal of the terms 
result in a different outcome than that which would have resulted under 
the former rule.

Connecting Time

    Section Sec. 301-10.136 (b)(3) of the proposed rule reduced the 
connecting time from 6 hours or more to 4 hours or more at an overseas 
interchange point for purposes of determining whether U.S. flag air 
carrier service is unavailable. One Federal agency and one non-
Government entity commented in support of this policy change. In 
contrast, two U.S. flag air carriers and the air carrier association 
opposed this policy change. The U.S. flag air carriers and the air 
carrier association stated that this change would unnecessarily risk 
the loss of business by U.S. airlines as it is likely to result in U.S. 
flag air carrier service being deemed unavailable in more instances, 
thereby diverting more travel to foreign air carriers.
    GSA has considered these comments, but the change included in the 
proposed rule reducing the connecting time from 6 hours or more to 4 
hours or more remains in this final rule. GSA included a number of 
considerations in its review of the issue. When the Fly America Act was 
first implemented in the 1970's, the 6 hour or more connecting time 
rule was established as a reasonable standard for connecting service 
through an overseas interchange point. Since that time, U.S. flag air 
carriers have significantly expanded their service in international 
markets and increased their service at international interchange points 
so that passengers can connect in a shorter time frame. Expanded use of 
code share arrangements has also helped reduce connecting times at 
overseas interchange points.
    In reviewing this issue, GSA's analysis of airline schedule data 
showed that the airlines' average layover or connecting time is 2\1/2\ 
hours. GSA's analysis also showed that there would not be a large 
number of flights impacted by this change. Therefore, reducing the 
connecting time from 6 hours to 4 hours should not result in a 
significant loss of revenue to U.S. flag air carriers. Under the final 
rule, U.S. flag air carrier service is deemed unavailable when 
connecting service at an overseas interchange point would require a 
connecting time of 4 hours or more. This exception applies only when no 
U.S. flag air carrier service is available within the 4 hour time 
period, including U.S. flag air carrier service under a code share 
agreement.

Section 301-10.138  In What Circumstances Is Foreign Air Carrier 
Service Deemed a Matter of Necessity?

Excess Foreign Currency

    Section (b)(3) of this section of the proposed rule stated that 
``(b) Necessity includes, but is not limited to, the following 
circumstances when: (3) Your program or activity may only be financed, 
under statute, using excess foreign currency and all U.S. flag air 
carriers refuse to accept foreign currencies.'' As no excess foreign 
currency situations exist at the present time (and have not existed 
since 1992), GSA has determined that the provision included at 
Sec. 301-10.138(b)(3) of the proposed rule is unnecessary. Therefore 
Sec. 301-10.138(b)(3) of the proposed rule is not included in this 
final rule. Should excess foreign currency issues arise in the future, 
GSA will determine at that time whether a provision on the subject 
should be included in the regulation.

Safety Exceptions

    The air carrier association commented on Sec. 301-10.138(b)(1)(2), 
stating that although the association did not object to the safety 
exceptions included in the proposed rule, GSA should inform travelers 
that security exceptions (due to a terrorist threat on a U.S. flag air 
carrier) should only be invoked after consultation with the Office of 
Civil Aviation Security of the Federal Aviation Administration (FAA). 
In the event of a threat to a U.S. flag air carrier, the FAA and the 
Department of State will issue a travel advisory notice to the general 
public. Agencies should take any such travel advisory notices into 
account when determining whether foreign air carrier service is deemed 
a necessity as provided in Sec. 301-10.138. Written approval is 
required for a determination that foreign air carrier service is a 
necessity based on a security threat to a U.S. flag air carrier and 
must be supported by a travel advisory notice. The language of this 
final rule includes this requirement. With respect to threats against 
Government employees or other

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travelers, which formulate the basis for a determination that foreign 
air carrier service is necessary (as contrasted with threats to a U.S. 
flag air carrier), evidence of such threats must accompany the agency's 
approval of the use of foreign air carrier service.

Section 301-10.144  What Is My Liability if I Improperly Use a Foreign 
Air Carrier?

Splitting the Cost of Air Travel Between Federal and Non-Federal Funds

    One non-Government entity commented that the provision included in 
this section of the proposed rule for computing liability may encourage 
splitting the cost of a trip between non-Federal and Federal funds to 
permit the use of a foreign air carrier for convenience or lower rates. 
The comment stated that the entity's practice has been to deny payment 
of the total cost of the air travel (both foreign and U.S.) if a 
foreign air carrier was improperly used for any part of the trip.
    Under Sec. 301-3.6(c)(4) of the current FTR, employee liability is 
computed based on a formula used to determine the amount of lost 
revenue to the U.S. flag air carrier(s) rather than denial of the 
entire cost of air travel. The new policy for employee liability, which 
denies reimbursement for use of any foreign air carrier for any part of 
the trip for which it was not authorized, is intended to simplify the 
process for computing employee liability. 49 U.S.C. 40118 applies only 
to transportation that is financed with U.S. Government funds and will 
not result in improperly splitting the costs of a trip between Federal 
and non-Federal funds. GSA's intent is to ensure that agencies 
establish internal procedures for disallowance of reimbursement to 
travelers who use foreign air carrier service that was not authorized 
or otherwise permitted under this regulation. Therefore this section 
has been modified to include a provision requiring agencies to 
establish such internal procedures.

Ticket Purchases Made Through a Government Contractor Travel Agency

    One Federal agency stated that agencies which are not using charge 
cards for purchase of airline tickets should be allowed to make payment 
directly to the Travel Management Center, and then seek reimbursement 
from the employee when an employee has improperly used a foreign air 
carrier. The issue of whether a Federal agency must pay a travel 
management center/travel agency contractor when there is improper use 
of a foreign air carrier is a matter of contract administration. GSA 
notes that many Government contracts for travel management center/
travel agency services include a provision requiring that the 
contractor abide by the terms of the Fly America Act in issuing tickets 
for Federal travelers and bear the financial burden for failure to do 
so. Accordingly, GSA determined it unnecessary to revise Sec. 301-
10.144 on this issue.
    GSA has determined that this final rule is not a significant 
regulatory action for the purposes of Executive Order 12866 of 
September 30, 1993. This final rule is not required to be published in 
the Federal Register for notice and comment; therefore, the Regulatory 
Flexibility Act does not apply. The Paperwork Reduction Act does not 
apply because the proposed revisions do not impose recordkeeping or 
information collection requirements, or the collection of information 
from offerors, contractors, or members of the public which require the 
approval of the Office of Management and Budget under 44 U.S.C. 501 et 
seq. This final rule is also exempt from Congressional review 
prescribed under 5 U.S.C. 801 since it relates solely to agency 
management and personnel.

List of Subjects in 41 CFR Parts 301-3 and 301-10

    Government employees, Travel and transportation expenses.
    For the reasons set out in the preamble, 41 CFR Chapter 301 is 
amended as follows.

PART 301-3--USE OF COMMERCIAL TRANSPORTATION

    1. Under the authority of 5 U.S.C. 5707, part 301-3 is removed.

PART 301-10--TRANSPORTATION EXPENSES

    2. The authority citation for 41 CFR part 301-10 continues to read 
as follows:

    Authority: 5 U.S.C. 5707; 40 U.S.C. 486(c); 49 U.S.C. 40118.

    3. An undesignated center heading and sections 301-10.131 through 
301-10.144 are added to read as follows:

Use of United States Flag Air Carriers

Sec.
301-10.131  What does United States mean?
301-10.132  Who is required to use a U.S. flag air carrier?
301-10.133  What is a U.S. flag air carrier?
301-10.134  What is U.S. flag air carrier service?
301-10.135  When must I travel using U.S. flag air carrier service?
301-10.136  What exceptions to the Fly America Act requirements 
apply when I travel between the United States and another country?
301-10.137  What exceptions to the Fly America Act requirements 
apply when I travel solely outside the United States, and a U.S. 
flag air carrier provides service between my origin and destination?
301-10.138  In what circumstances is foreign air carrier service 
deemed a matter of necessity?
301-10.139  May I travel by a foreign air carrier if the cost of my 
ticket is less than traveling by a U.S. flag air carrier?
301-10.140  May I use a foreign air carrier if the service is 
preferred by or more convenient for my agency or me?
301-10.141  Must I provide any special certification or documents if 
I use a foreign air carrier?
301-10.142  What must the certification include?
301-10.143  What is my liability if I improperly use a foreign air 
carrier?

Use of United States Flag Air Carriers


Sec. 301-10.131  What does United States mean?

    For purposes of the use of United States flag air carriers, United 
States means the 50 states, the District of Columbia, and the 
territories and possessions of the United States (49 U.S.C. 40102).


Sec. 301-10.132  Who is required to use a U.S. flag air carrier?

    Anyone whose air travel is financed by U.S. Government funds, 
except as provided in Sec. 301-10.135, Sec. 301-10.136, and Sec. 301-
10.137.


Sec. 301-10.133  What is a U.S. flag air carrier?

    An air carrier which holds a certificate under 49 U.S.C. 41102 but 
does not include a foreign air carrier operating under a permit.


Sec. 301-10.134  What is U.S. flag air carrier service?

    U.S. flag air carrier service is service provided on an air carrier 
which holds a certificate under 49 U.S.C. 41102 and which service is 
authorized either by the carrier's certificate or by exemption or 
regulation. U.S. flag air carrier service also includes service 
provided under a code share agreement with a foreign air carrier in 
accordance with Title 14, Code of Federal Regulations when the ticket, 
or documentation for an electronic ticket, identifies the U.S. flag air 
carrier's designator code and flight number.


Sec. 301-10.135  When must I travel using U.S. flag air carrier 
service?

    You are required by 49 U.S.C. 40118, commonly referred to as the 
``Fly

[[Page 63420]]

America Act,'' to use U.S. flag air carrier service for all air travel 
funded by the U.S. Government, except as provided in Sec. 301-10.136 
and Sec. 301-10.137 or when one of the following exceptions applies:
    (a) Use of a foreign air carrier is determined to be a matter of 
necessity in accordance with Sec. 301-10.138; or
    (b) The transportation is provided under a bilateral or 
multilateral air transportation agreement to which the United States 
Government and the government of a foreign country are parties, and 
which the Department of Transportation has determined meets the 
requirements of the Fly America Act; or
    (c) You are an officer or employee of the Department of State, 
United States Information Agency, United States International 
Development Cooperation Agency, or the Arms Control Disarmament Agency, 
and your travel is paid with funds appropriated to one of these 
agencies, and your travel is between two places outside the United 
States; or
    (d) No U.S. flag air carrier provides service on a particular leg 
of the route, in which case foreign air carrier service may be used, 
but only to or from the nearest interchange point on a usually traveled 
route to connect with U.S. flag air carrier service; or
    (e) A U.S. flag air carrier involuntarily reroutes your travel on a 
foreign air carrier; or
    (f) Service on a foreign air carrier would be three hours or less, 
and use of the U.S. flag air carrier would at least double your en 
route travel time; or
    (g) When the costs of transportation are reimbursed in full by a 
third party, such as a foreign government, international agency, or 
other organization.


Sec. 301-10.136  What exceptions to the Fly America Act requirements 
apply when I travel between the United States and another country?

    The exceptions are:
    (a) If a U.S. flag air carrier offers nonstop or direct service (no 
aircraft change) from your origin to your destination, you must use the 
U.S. flag air carrier service unless such use would extend your travel 
time, including delay at origin, by 24 hours or more.
    (b) If a U.S. flag air carrier does not offer nonstop or direct 
service (no aircraft change) between your origin and your destination, 
you must use a U.S. flag air carrier on every portion of the route 
where it provides service unless, when compared to using a foreign air 
carrier, such use would:
    (1) Increase the number of aircraft changes you must make outside 
of the U.S. by 2 or more; or
    (2) Extend your travel time by at least 6 hours or more; or
    (3) Require a connecting time of 4 hours or more at an overseas 
interchange point.


Sec. 301-10.137  What exceptions to the Fly America Act requirements 
apply when I travel solely outside the United States, and a U.S. flag 
air carrier provides service between my origin and my destination?

    You must always use a U.S. flag carrier for such travel, unless, 
when compared to using a foreign air carrier, such use would:
    (a) Increase the number of aircraft changes you must make en route 
by 2 or more; or
    (b) Extend your travel time by 6 hours or more; or
    (c) Require a connecting time of 4 hours or more at an overseas 
interchange point.


Sec. 301-10.138  In what circumstances is foreign air carrier service 
deemed a matter of necessity?

    (a) Foreign air carrier service is deemed a necessity when service 
by a U.S. flag air carrier is available, but
    (1) Cannot provide the air transportation needed; or
    (2) Will not accomplish the agency's mission.
    (b) Necessity includes, but is not limited to, the following 
circumstances:
    (1) When the agency determines that use of a foreign air carrier is 
necessary for medical reasons, including use of foreign air carrier 
service to reduce the number of connections and possible delays in the 
transportation of persons in need of medical treatment; or
    (2) When use of a foreign air carrier is required to avoid an 
unreasonable risk to your safety and is approved by your agency (e.g., 
terrorist threats). Written approval of the use of foreign air carrier 
service based on an unreasonable risk to your safety must be approved 
by your agency on a case by case basis. An agency determination and 
approval of use of a foreign air carrier based on a threat against a 
U.S. flag air carrier must be supported by a travel advisory notice 
issued by the Federal Aviation Administration and the Department of 
State. An agency determination and approval of use of a foreign air 
carrier based on a threat against Government employees or other 
travelers must be supported by evidence of the threat(s) that form the 
basis of the determination and approval; or
    (3) When you can not purchase a ticket in your authorized class of 
service on a U.S. flag air carrier, and a seat is available in your 
authorized class of service on a foreign air carrier.


Sec. 301-10.139  May I travel by a foreign air carrier if the cost of 
my ticket is less than traveling by a U.S. flag air carrier?

    No. Foreign air carrier service may not be used solely based on the 
cost of your ticket.


Sec. 301-10.140  May I use a foreign air carrier if the service is 
preferred by or more convenient for my agency or me?

    No. You must use U.S. flag air carrier service, unless you meet one 
of the exceptions in Sec. 301-10.135, Sec. 301-10.136, or Sec. 301-
10.137 or unless foreign air carrier service is deemed a matter of 
necessity under Sec. 301-10.138.


Sec. 301-10.141  Must I provide any special certification or documents 
if I use a foreign air carrier?

    Yes, you must provide a certification, as required in Sec. 301-
10.143 and any other documents required by your agency. Your agency 
cannot pay your foreign air carrier fare if you do not provide the 
required certification.


Sec. 301-10.142  What must the certification include?

    The certification must include:
    (a) Your name;
    (b) The dates that you traveled;
    (c) The origin and the destination of your travel;
    (d) A detailed itinerary of your travel, name of the air carrier 
and flight number for each leg of the trip; and
    (e) A statement explaining why you met one of the exceptions in 
Sec. 301-10.135, Sec. 301-10.136, or Sec. 301-10.137 or a copy of your 
agency's written approval that foreign air carrier service was deemed a 
matter of necessity in accordance with Sec. 301-10.138.


Sec. 301-10.143  What is my liability if I improperly use a foreign air 
carrier?

    You will not be reimbursed for any transportation cost for which 
you improperly use foreign air carrier service. If you are authorized 
by your agency to use U.S. flag air carrier service for your entire 
trip, and you improperly use a foreign air carrier for any part of or 
the entire trip (i.e., when not permitted under this regulation), your 
transportation cost on the foreign air carrier will not be payable by 
your agency. If your agency authorizes you to use U.S. flag air carrier 
service for part of your trip and foreign air carrier service for 
another part of your trip, and you improperly use a foreign air carrier 
(i.e., when neither authorized to do so nor otherwise permitted under 
this regulation), your agency will pay the transportation cost on the 
foreign air

[[Page 63421]]

carrier for only the portion(s) of the trip for which you were 
authorized to use foreign air carrier service. The agency must 
establish internal procedures for denying reimbursement to travelers 
when use of a foreign air carrier was neither authorized nor otherwise 
permitted under this regulation.

    Dated: November 5, 1998.
David J. Barram,
Administrator of General Services.
[FR Doc. 98-30344 Filed 11-12-98; 8:45 am]
BILLING CODE 6820-34-P