Establishment of Restricted Areas R-2205 A, B, C, D, E, F, G, H, J, K; Fairbanks, AK and Revocation of Restricted Area R-2205; Stuart Creek, AK, 39960-39964 [2019-17216]
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Federal Register / Vol. 84, No. 156 / Tuesday, August 13, 2019 / Rules and Regulations
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are actuated. Additionally, the risk of
loss of function of a control or proximity
switch, resulting in the pump motor
commanded to remain pumping after
the hydraulic actuator(s) have reached
their minimum or maximum limit, must
not cause the overloaded motor to
overheat, a condition that could result
in fire.
The FAA has also considered the
emergency-landing dynamic conditions
for the installation of electrohydraulically actuated seats. The
applicant must show that the hydraulic
system (actuators, reservoir, lines, etc.)
remains intact and free from leakage
under the conditions specified in
§ 25.562. Testing of each seat’s
hydraulic system per § 25.1435(c) may
be conducted off of the airplane.
Flammability of hydraulic fluid used
in the seat-movement mechanism must
be considered. If the fluid is flammable,
it could contribute to a post-crash or inflight fire. Any failure modes that would
result in release of the flammable
hydraulic fluid during a post-crash or
in-flight fire, causing such fluid to
materially increase an existing fire, must
be examined. Examples of this could be
flex lines burning through and releasing
the flammable hydraulic fluid, or the
fluid reservoir could be heated in a fire,
resulting in a boiling-liquid, expandingvapor explosion. The potential for
spontaneous ignition of the fluid
coming into contact with hot surfaces or
other ignition sources should also be
addressed. The applicant should
examine any possible failure mode in
which the flammable hydraulic fluid
could be absorbed into materials, such
as the seat foam and fabric, carpeting,
etc. The applicant must show that any
fluid-soaked seat parts remain selfextinguishing. The applicant must also
show that flammability of dry residue,
which may be present from a slow leak
or fluid seepage, does not degrade the
flammability characteristics of any
materials the fluid contacts, to a level
below the requirements specified in
§ 25.853.
These special conditions contain the
additional safety standards that the
Administrator considers necessary to
establish a level of safety equivalent to
that established by the existing
airworthiness standards.
Discussion of Comments
The FAA issued Notice of Proposed
Special Conditions No. 25–19–10–SC
for the Gulfstream Model GVII series
airplane, which was published in the
Federal Register on July 2, 2019 (84 FR
31522). No comments were received,
and the special conditions are adopted
as proposed.
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Applicability
As discussed above, these special
conditions are applicable to the
Gulfstream Model GVII series airplane.
Should Gulfstream apply at a later date
for a supplemental type certificate to
modify any other model included on
Type Certificate No. T00021AT to
incorporate the same novel or unusual
design feature, these special conditions
would apply to that model as well.
Conclusion
This action affects only certain novel
or unusual design features on one model
series of airplane. It is not a rule of
general applicability and affects only
the applicant who applied to the FAA
for approval of these features on the
airplane.
List of Subjects in 14 CFR Part 25
Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
Authority Citation
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(f), 106(g), 40113,
44701, 44702, 44704.
The Special Conditions
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the following special
conditions are issued as part of the type
certification basis for Gulfstream
Aerospace Corporation Model GVII
series airplanes.
1. It must be shown that the
probability of failure of the backup
power supply to return seat components
to the required taxi, takeoff, and landing
position is no greater than 10¥5 per
flight hour.
2. It must be shown that the
hydraulically actuated components of
the seat pose no safety hazard to the
occupants. Hazards to be considered,
per the latest revision of Advisory
Circular 25.1309–1, at a minimum are:
a. Injuries caused by crushing of
airplane occupants who are between the
hydraulically actuated components and
any part of the passenger cabin when
the leg rest or backrest is actuated.
b. The risk of loss of function of a
control or proximity switch resulting in
the pump motor being commanded to
stay on after the hydraulic actuator(s)
have reached their minimum or
maximum limit, creating potential for
motor overheating or fire.
c. The potential for a significant
contribution to a fire in the event fluid
comes into contact with hot surfaces or
other ignition sources, and the potential
for release of toxic or flammable vapors
and gasses.
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3. It must be shown that the hydraulic
system (actuators, reservoir, lines, etc.)
remains intact and free from leakage
under the conditions specified in
§ 25.562. Testing of each seat’s
hydraulic system per § 25.1435(c) may
be conducted off of the airplane.
4. Section 25.863 requires
consideration of any effects the
hydraulic fluid, including the fluid as a
dry residue, could have on combustible
or absorbing materials. The
characteristics of such flammable fluid
in these conditions must be tested to the
requirements of § 25.853(a) and (c), or
the materials must be shielded in a
manner that prevents contact by the
fluid. However, as an alternative to such
testing or shielding, the applicant may
provide, in accordance with § 25.863(c),
a quick-acting means that alerts the
crew that hydraulic fluid has leaked.
Issued in Des Moines, Washington, on
August 7, 2019.
Christopher R. Parker,
Acting Manager, Transport Standards
Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019–17257 Filed 8–12–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 73
[Docket No. FAA–2016–9479; Airspace
Docket No. 15–AAL–4]
RIN 2120–AA66
Establishment of Restricted Areas R–
2205 A, B, C, D, E, F, G, H, J, K;
Fairbanks, AK and Revocation of
Restricted Area R–2205; Stuart Creek,
AK
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: This action establishes
restricted areas R–2205 A, B, C, D, E, F,
G, H, J, K; Fairbanks, AK, and revokes
restricted area R–2205; Stuart Creek,
AK, over the Digital Multipurpose
Training Range (DMPTR) and the Yukon
Training Area (YTA), which provides a
more realistic protective airspace
required for hazardous activities within
the Joint Pacific Alaska Range Complex
(JPARC).
DATES: Effective date 0901 UTC, October
10, 2019.
FOR FURTHER INFORMATION CONTACT:
Kenneth Ready, Airspace Policy and
Regulations Group, Office of Airspace
Services, Federal Aviation
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Federal Register / Vol. 84, No. 156 / Tuesday, August 13, 2019 / Rules and Regulations
Administration, 800 Independence
Avenue SW, Washington, DC 20591;
telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
Authority for This Rulemaking
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the United States Code.
Subtitle I, Section 106 describes the
authority of the FAA Administrator.
Subtitle VII, Aviation Programs,
describes in more detail the scope of the
agency’s authority. This rulemaking is
promulgated under the authority
described in Subtitle VII, Part A,
Subpart I, Section 40103. Under that
section, the FAA is charged with
prescribing regulations to assign the use
of the airspace necessary to ensure the
safety of aircraft and the efficient use of
airspace. This regulation is within the
scope of that authority as it would
establish restricted area airspace at
Fairbanks, AK to support the United
States’ Air Force and Army to provide
larger airspace to more realistically
conduct service and joint hazardous
training activities, consistent with
current and future combat
environments.
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History
The FAA published a notice of
proposed rulemaking for Docket No.
FAA–2016–9479 in the Federal Register
(82 FR 12526; March 6, 2017),
establishing restricted areas R–2205A,
R–2205B, R–2205C, R–2205D, R–2205E,
R–2205F, R–2205G, R–2205H, R–2205J,
and R–2205K, Fairbanks, AK, in support
of the United States Air Force and Army
to provide more realistic airspace for
hazardous activities within the JPARC
complex. Interested parties were invited
to participate in this rulemaking effort
by submitting written comments on the
proposal. Ten comments were received;
seven from individuals, two aviation
groups (Aircraft Owners and Pilots
Association [AOPA] and Alaska Air
Carriers Association), and one from
Alyeska Pipeline Service Company
(APSC).
Discussion of Comments
In their response to the NPRM, the
commenters raised several substantive
issues. Two commenters stated they did
not agree with the proposal but did not
state a reason for their objection or an
aeronautical suggestion to consider,
these comments were not addressed.
Alaska Air Carriers Association
commented on R–2201 Ft. Greely
Alaska, their comments were addressed
in that rulemaking action’s
supplemental NPRM. The comments are
categorized in the following groupings:
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(1) Safety, (2) financial burden cost for
fuel (3) airspace design being overly
complex; (4) Trans-Alaska Pipeline and
(5) Chena River VFR corridor.
Having considered the issues and
recommendations provided by the
commenters, the FAA offers the
following responses.
Safety
Four individuals commented that the
expansion would be unsafe due to the
rapidly changing weather conditions
and terrain in the area.
The FAA does not agree. The
expansion from the current restricted
area’s western boundary is 10 miles to
the west abutting the Class D airspace
over Eielson Air Force Base and 3 miles
to the north, with the airspace divided
into low altitude and high altitude
subdivisions. Based on public comment,
the subdivisions and stratification were
modified to enable the using agency
(U.S. Army, AK, Joint Base ElemendorfRichardson) to release volumes of
airspace to the controlling agency (FAA
Fairbanks Approach Control) for use by
the public when hazardous activities are
not scheduled. Aircraft have the
availability to fly through the inactive
restricted areas when the low
subdivisions are released by the using
agency. Additionally, information
provided by the FAA aeronautical study
and Eielson Air Force Base (AFB) air
traffic control facility concluded very
little civilian traffic traverses the east
side of the Eielson Class D where the
restricted area has been expanded;
conversely, west of and through Eielson
Air Force base remains available to IFR
and VFR aircraft. Moreover, the
expanded areas of the restricted areas
are generally over the higher ground in
the area, allowing civil traffic the safety
of maneuvering in the lower ground
around the restricted area expansion. At
times, however, aircraft may be required
to maneuver north or south earlier or
later than desired to avoid an active
restricted area.
Lastly, this proposal was analyzed by
a safety risk management panel that
included representatives from AOPA
and Alaska Airmen Association. No
hazards were identified with the
expansion of this airspace.
Financial Burden Cost for Fuel
An individual commented that the
expansion would be a major financial
cost of aviation fuel for pilots
transitioning from Fairbanks to the
eastern portions of the state and to
Canada.
The FAA does not agree. For pilots
transitioning between Fairbanks and
eastern Alaska or Canada, minor
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39961
adjustments to flight plans may be
required when the restricted area is
active. In most cases, flight paths will
not change significantly (if at all)
because civilian aircraft already operate
around the pre-existing restricted
airspace and the portions of the Viper
and Yukon military operation areas
(active from 8:00 to 18:00, Monday
through Friday), within which the
restricted area expansion is established.
Therefore, there will be no significant
change in cost to IFR civil aircraft that
are already routed around these airspace
areas consistent with air traffic control
procedures. Additionally, as stated
earlier in this document, the
aeronautical study indicated that very
little civilian traffic traverses east of
Eielson. Therefore, VFR aircraft are
minimally impacted, and they have the
option to fly through and west of
Eielson AFB.
In an effort to minimize impact to
non-participating aircraft, the restricted
area incorporates subdivisions and
stratification. Based on public comment,
the subdivisions and stratification were
modified to enable the using agency to
release airspace to the controlling
agency for public use when hazardous
activities are not scheduled.
Airspace Design Being Overly Complex
AOPA commented the new proposed
restricted areas proposed would create a
complex matrix of airspace segments.
AOPA is concerned that the complexity
of this matrix is confusing and will lead
to pilots inadvertently penetrating the
airspace.
The FAA agrees with this comment
and has realigned the airspace into
smaller rectangle subdivisions instead
of large 45-degree slanted subdivisions
with irregular boundaries. This redesign
of the airspace proposed in the NPRM
was discussed extensively at the FAA’s
safety risk management panel where
numerous aviation groups, which
included AOPA, identified no hazards
to these redesigned subdivisions. The
redesign added two more restricted area
subdivisions simplifying the design,
while reducing the overall size of the R–
2205 A through K complex in response
to other comments discussed later in
this document.
Trans-Alaska Pipeline
AOPA and APSC commented on the
availability of the Trans-Alaskan
Pipeline to be available for inspection
and aerial security patrols for Alaska’s
transportation infrastructure. The
proposal would include the route over
the pipeline.
The FAA agrees and has adjusted the
southwest boundary of the restricted
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area complex (R–2205 D) to ensure the
pipeline is not in the restricted areas
and aerial access is available. Chena
River VFR corridor AOPA commented
on an existing VFR corridor along the
Chena River valley. The valley is one of
the most popular routes between
Fairbanks and the communities of
Central Circle Hot Springs, Chena Hot
Springs and Circle City. Limiting access
to this corridor would cause inadvertent
airspace penetrations and will cause
pilots to fly one side of the river raising
the possibility of a mid-air collision,
rather than allowing opposite direction
traffic to utilize both sides of the Chena
river valley to deconflict.
The FAA agrees with AOPA and has
adjusted the northwest boundary of the
restricted area complex (R–2205 B) to
allow the VFR corridor free access and
two miles of maneuverability from the
restricted area on either side of the
Chena river valley.
Military Operations Areas (MOA)
In the NPRM, the FAA acknowledged
that the proposed R–2205A, B, C, D, E,
F, G, H, J, and K restricted areas, if
established, would be designated within
the existing Viper A, Viper B, and
Yukon 1 Military Operations Areas
(MOAs). To address potential airspace
issues and confusion created if all
special use airspace (SUA) areas were
active at the same time, the FAA stated
it would amend the legal descriptions of
the Viper A, Viper B and Yukon 1
MOAs to exclude that airspace within
R–2205A, B, C, D, E, F, G, H, J, and K
when the restricted areas were
activated.
MOAs are established to separate or
segregate non-hazardous military flight
activities from aircraft operating in
accordance with instrument flight rules
(IFR) and to advise pilots flying under
visual flight rules (VFR) where these
activities are conducted. IFR aircraft
may be routed through an active MOA
only by agreement with the using
agency and only when air traffic control
can provide approved separation from
the MOA activity. VFR pilots are not
restricted from flying in an active MOA
but are advised to exercise caution
while doing so. MOAs are nonregulatory
airspace areas that are established or
amended administratively and
published in the National Flight Data
Digest (NFDD) rather than through
rulemaking procedures. When a
nonrulemaking action is ancillary to a
rulemaking action, FAA procedures
allow for the nonrulemaking changes to
be included in the rulemaking action.
Since amendments to the Viper A, Viper
B, and Yukon 1 MOAs descriptions are
ancillary to the establishment of R–
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2205A through K, the MOA changes are
addressed in this rule as well as being
published in the NFDD.
The FAA circularized a proposal to
make editorial amendments to the Viper
A, Viper B, and Yukon 1 MOAs
boundary descriptions, contingent upon
restricted areas R–2205A through K
being established, to add language that
excluded that airspace within R–2205A
through K when the restricted areas
were activated. Interested parties were
invited to participate in this proposed
nonrulemaking action by submitting
written comments on the proposal. No
comments to the circular were received.
As a result, the Viper A, Viper B, and
Yukon 1 MOAs boundary descriptions
are being amended to include language
that excludes that airspace within
restricted areas R–2205A through K
when they are activated. These editorial
amendments overcome any potential
airspace confusion or conflict resulting
from the overlapping restricted areas
and MOAs being activated at the same
time. Additionally, the amendments
help inform nonparticipants when
portions of the MOAs are not available
due to hazardous activities being
conducted in the overlapping restricted
areas. The amended boundary
descriptions for the MOAs will be
published in the NFDD; the rest of the
MOAs legal descriptions remain
unchanged.
Differences From the NPRM
In response to comments the FAA has
realigned all internal subdivisions into
smaller rectangle subdivisions instead
of large 45-degree slanted subdivisions
with irregular boundaries. Additionally,
two subdivisions have been added
while the overall size of the R–2205 A
through K complex is reduced. All
geographic lat./long. coordinates have
been adjusted to accommodate traffic
above and around the newly established
restricted areas ensuring ample
separation from non-participating
traffic.
The Rule
This action amends Title 14 Code of
Federal Regulations (14CFR) part 73 by
removing the current restricted area R–
2205, Stuart Creek, AK, and establishing
restricted areas R–2205A through K,
Fairbanks, AK. The FAA is revoking and
establishing this action at the request of
the United States Army in Alaska.
Subsequent to the NPRM, the FAA is
also incorporating the restricted area
updates noted in the Differences from
the NPRM section. The FAA is taking
this action to accommodate manned and
unmanned teaming of aviation assets
and allow Air-to-Ground Integration
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(AGI) during large training exercises
such as Red Flag and Distant Frontier.
Additionally, the expansion of the
restricted area over the DMPTR allows
for greater training complexity by
incorporating AGI. The activities within
R–2205 A through K are to meet the
overall training objectives of the
Department of Defense. The activities
would include live and inert precision
and unguided munitions, unmanned
aerial vehicles (UAV) laser operations,
joint combined arms live fire exercises,
gunnery collective skills training,
demolitions, indirect fire and helicopter
integration with UAVs. These restricted
areas are required to effectively
deconflict Department of Defense and
civilian air traffic from hazards
associated with live fire training.
Regulatory Notices and Analyses
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. It, therefore: (1) Is not a
‘‘significant regulatory action’’ under
Executive Order 12866; (2) is not a
‘‘significant rule’’ under Department of
Transportation (DOT) Regulatory
Policies and Procedures (44 FR 11034;
February 26, 1979); and (3) does not
warrant preparation of a regulatory
evaluation as the anticipated impact is
so minimal. Since this is a routine
matter that only affects air traffic
procedures and air navigation, it is
certified that this rule, when
promulgated, does not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
Environmental Review
The FAA has determined that this
action of establishing restricted areas R–
2205 A, B, C, D, E, F, G, H, J, K;
Fairbanks, AK and revoking restricted
area R–2205 at Stuart Creek, AK,
qualifies for FAA adoption in
accordance with FAA Order 1050.1F,
paragraph 8–2, Adoption of Other
Agencies’ National Environmental
Policy Act Documents, and FAA Order
7400.2M, paragraph 32–2–3 (Special
Use Airspace). After conducting an
independent review and evaluation of
the Army’s Final Environmental Impact
Statement (EIS) for The Modernization
and Enhancement of Ranges, Airspace,
and Training Areas in the Joint Pacific
Alaska Range Complex in Alaska
(JPARC) and Finding Of No Significant
Impact, (which analyzes the impacts of
establishing R–2201 at the Battle Area
Complex, expanding R–2205, and
modifying the legal descriptions of
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Viper A, Viper B, Yukon 1 Military
Operations Areas (MOAs)), the FAA has
determined that the Army’s EIS, Written
Re-Evaluation, and supporting
documentation adequately assesses and
discloses the environmental impacts of
the proposed action. The Army’s JPARC
Final EIS was published in June 2013
and the Army/USAF Record of Decision
(ROD) was issued on August 6, 2013.
Based on the evaluation in the Army’s
EIS, the FAA, as a Cooperating Agency,
concluded that the EIS qualifies for
adoption by FAA, and that the FAA’s
adoption is authorized in accordance
with 40 CFR 1506.3, Adoption, and FAA
Order 1050.1F, paragraph 8–2, Adoption
of Other Agencies’ NEPA Documents.
Accordingly, FAA adopts the Army’s
EIS and takes full responsibility for the
scope and content that addresses the
FAA’s actions associated with the
establishment and modification of
Special Use Airspace.
List of Subjects in 14 CFR Part 73
Airspace, Prohibited Areas, Restricted
Areas.
Adoption of the Amendment
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 73 as follows:
PART 73—SPECIAL USE AIRSPACE
1. The authority citation for part 73
continues to read as follows:
■
Authority: 49 U.S.C. 106(f), 106(g); 40103,
40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR,
1959–1963 Comp., p. 389.
§ 73.22
■
*
Alaska (Amended)
2. § 73.22 is amended as follows:
*
*
*
*
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R–2205 Stuart Creek, AK [Delete]
R–2205A Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°43′40″ N,
long. 146°59′27″ W; clockwise along the 4.7mile radius of Eielson AFB; to lat. 64°37′50″
N, long. 146°56′19″ W; to lat. 64°39′41″ N,
long. 146°56′23″ W; to lat. 64°39′41″ N, long.
146°57′24″ W; to lat. 64°40′07″ N, long.
146°57′24″ W; to lat. 64°40′07″ N, long.
147°00′26″ W; to lat. 64°41′25″ N, long.
147°00′26″ W; to lat. 64°41′25″ N, long.
147°02′23″ W; to lat. 64°43′35″ N, long.
147°02′23″ W; to lat. 64°43′35″ N, long.
146°59′26″ W; to the point of beginning.
Designated altitudes. Surface to but not
including 10,000 feet MSL.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
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R–2205B Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°48′47″ N,
long. 146°41′03″ W; to lat. 64°37′40″ N, long.
146°41′10″ W; to lat. 64°37′50″ N, long.
146°56′19″ W; counter-clockwise along the
4.7-mile radius of Eielson AFB; to lat.
64°43′40″ N, long. 146°59′27″ W; to lat.
64°47′54″ N, long. 146°59′25″ W; to lat.
64°48′47″ N, long. 146°57′08″ W; to the point
of beginning.
Designated altitudes. Surface to but not
including 10,000 feet MSL.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205C Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°46′36″ N,
long. 146°10′42″ W; to lat. 64°37′33″ N, long.
146°10′39″ W; to lat. 64°37′40″ N, long.
146°41′10″ W; to lat. 64°48′47″ N, long.
146°41′03″ W; to lat. 64°48′47″ N, long.
146°32′18″ W; to lat. 64°46′36″ N, long.
146°32′18″ W; to the point of beginning.
Designated altitudes. Surface to but not
including 10,000 feet MSL.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205D Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°37′40″ N,
long. 146°41′10″ W; to lat. 64°33′38″ N, long.
146°41′13″ W; to lat. 64°33′38″ N, long.
146°45′18″ W; to lat. 64°33′51″ N, long.
146°45′18″ W; to lat. 64°35′09″ N, long.
146°51′22″ W; to lat. 64°36′54″ N, long.
146°54′14″ W; to lat. 64°37′50″ N, long.
146°56′19″ W; to the point of beginning.
Designated altitudes. Surface to but not
including 10,000 feet MSL.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205E Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°37′33″ N,
long. 146°10′39″ W; to lat. 64°35′48″ N, long.
146°10′40″ W; to lat. 64°35′48″ N, long.
146°11′38″ W; to lat. 64°33′51″ N, long.
146°19′41″ W; to lat. 64°33′38″ N, long.
146°19′41″ W; to lat. 64°33′38″ N, long.
146°41′13″ W; to lat. 64°37′40″ N, long.
146°41′10″ W; to the point of beginning.
Designated altitudes. Surface to but not
including 10,000 feet MSL.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
PO 00000
Frm 00005
Fmt 4700
Sfmt 4700
39963
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205F Fairbanks, AK [New]
Boundaries—Beginning at lat 64°43′40″ N,
long. 146°59′27″ W; clockwise along the 47mile radius of Eielson AFB; to lat. 64°37′50″
N, long. 146°56′19″ W; to lat. 64°39′41″ N,
long. 146°56′23″ W; to lat. 64°39′41″ N, long.
146°57′24″ W; to lat. 64°40′07″ N, long.
146°57′24″ W; to lat. 64°40′07″ N, long.
147°00′26″ W; to lat. 64°41′25″ N, long.
147°00′26″ W; to lat. 64°41′25″ N, long.
147°02′23″ W; to lat. 64°43′35″ N, long.
147°02′23″ W; to lat. 64°43′35″ N, long.
146°59′26″ W; to the point of beginning.
Designated altitudes. 10,000 feet MSL to
FL 310.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205G Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°48′47″ N,
long. 146°41′03″ W; to lat. 64°37′40″ N, long.
146°41′10″ W; to lat. 64°37′50″ N, long.
146°56′19″ W; counter-clockwise along the
47-mile radius of Eielson AFB; to lat.
64°43′40″ N, long. 146°59′27″ W; to lat.
64°47′54″ N, long. 146°59′25″ W; to lat.
64°48′47″ N, long. 146°57′08″ W; to the point
of beginning.
Designated altitudes. 10,000 feet MSL to
FL 310.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205H Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°46′36″ N,
long 146°10′42″ W; to lat. 64°37′33″ N, long.
146°10′39″ W; to lat. 64°37′40″ N, long.
146°41′10″ W; to lat. 64°48′47″ N, long.
146°41′03″ W; to lat. 64°48′47″ N, long.
146°32′18″ W; to lat. 64°46′36″ N, long.
146°32′18″ W; to the point of beginning.
Designated altitudes. 10,000 feet MSL to
FL 310.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205J Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°37′40″ N,
long. 146°41′10″ W; to lat. 64°33′38″ N, long.
146°41′13″ W; to lat. 64°33′38″ N, long.
146°45′18″ W; to lat. 64°33′51″ N, long.
146°45′18″ W; to lat. 64°35′09″ N, long.
146°51′22″ W; to lat. 64°36′54″ N, long.
146°54′14″ W; to lat. 64°37′50″ N, long.
146°56′19″ W; to the point of beginning.
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13AUR1
39964
Federal Register / Vol. 84, No. 156 / Tuesday, August 13, 2019 / Rules and Regulations
Designated altitudes. 10,000 feet MSL to
FL 310.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
R–2205K Fairbanks, AK [New]
Boundaries—Beginning at lat. 64°37′33″ N,
long. 146°10′39″ W; to lat. 64°35′48″ N, long.
146°10′40″ W; to lat. 64°35′48″ N, long.
146°11′38″ W; to lat. 64°33′51″ N, long.
146°19′41″ W; to lat. 64°33′38″ N, long.
146°19′41″ W; to lat. 64°33′38″ N, long.
146°41′13″ W; to lat. 64°37′40″ N, long.
146°41′10″ W; to the point of beginning.
Designated altitudes. 10,000 feet MSL to
FL 310.
Time of designation. 0700–1900 local time
Monday–Friday; other times by NOTAM two
and one-half hours in advance.
Controlling agency. FAA, Fairbanks
Approach Control.
Using agency. U.S. Army, AK (USARAK),
Commanding General, Joint Base
Elemendorf-Richardson (JBER), AK.
*
*
*
*
*
Issued in Washington, DC, on August 7,
2019.
Rodger A. Dean Jr.,
Manager, Airspace Policy Group.
[FR Doc. 2019–17216 Filed 8–12–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 73
[Docket No. FAA–2016–9495; Airspace
Docket No. 15–AAL–6]
RIN 2120–AA66
Establishment of Restricted Areas R–
2201A, B, C, D; Fort Greely, AK
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
jspears on DSK3GMQ082PROD with RULES
AGENCY:
SUMMARY: This action establishes
restricted areas R–2201A, R–2201B, R–
2201C, and R–2201D; Fort Greely, AK,
on behalf of by the United States Army
Alaska (USARAK), over the Battle Area
Complex (BAX) and Combined Arms
Collective Training Facility (CACTF), in
the vicinity of Allen Army Airfield, AK.
The restricted areas contain hazardous
activities and will be available for joint
military use, including active, National
Guard and Reserve elements.
DATES: Effective date 0901 UTC, October
10, 2019.
FOR FURTHER INFORMATION CONTACT:
Kenneth Ready, Airspace Policy and
VerDate Sep<11>2014
16:22 Aug 12, 2019
Jkt 247001
Regulations Group, Office of Airspace
Services, Federal Aviation
Administration, 800 Independence
Avenue SW, Washington, DC 20591;
telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
Authority for This rulemaking
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the United States Code.
Subtitle I, Section 106 describes the
authority of the FAA Administrator.
Subtitle VII, Aviation Programs,
describes in more detail the scope of the
agency’s authority. This rulemaking is
promulgated under the authority
described in Subtitle VII, Part A,
Subpart I, Section 40103. Under that
section, the FAA is charged with
prescribing regulations to assign the use
of the airspace necessary to ensure the
safety of aircraft and the efficient use of
airspace. This regulation is within the
scope of that authority as it establishes
restricted areas at Fort Greely, AK, to
support the United States Army in
Alaska and to accommodate essential
joint training requirements.
History
The FAA published a notice of
proposed rulemaking for Docket No.
FAA–2016–9495 in the Federal Register
(82 FR 12529; March 6, 2017), proposing
to establish restricted areas R–2201A, B,
C, D, E, F, G, H, and J; Fort Greely, AK.
In response to public comments
expressing concerns over the impact to
general aviation aircraft, the FAA
subsequently published a Supplemental
NPRM for Docket No. FAA–2016–9495
in the Federal Register (83 FR 1316;
January 11, 2018), that would reduce the
overall size of the proposed restricted
areas by 50 percent and establishing
restricted areas R–2201A, B, C, and D;
Fort Greely, AK.
Interested parties were invited to
participate in this rulemaking effort by
submitting written comments on the
supplemental NPRM proposal. Two
substantive comments were received
from the Aircraft Owners and Pilots
Association (AOPA).
Discussion of Comments
The FAA received two comments to
the SNPRM. An individual did not
address the proposal however,
commented on surrounding military
operations areas that are outside the
scope of this action. AOPAs comments
focused on two main areas of concern:
Letter of Agreement/Procedure (LOA/
LOP) mitigations for general aviation
aircraft and the establishment date
should be effective with the VFR
sectional. Having considered the issues
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
and recommendations provided by
AOPA, the FAA offers the following
responses.
LOA/LOP Mitigations for General
Aviation Aircraft
AOPA stated, ‘‘The SNPRM notes that
the Letters of Agreement/Procedure
(LOA/LOP) between the controlling
agency and the using agency will offer
additional mitigations and access to the
Restricted Area. AOPA requests that the
FAA articulate those procedures and
mitigations in the Final Rule to allow
General Aviation pilots to be aware of
this operational flexibility. This
includes understanding how FAA will
coordinate to facilitate IFR and VFR
access, and the procedures to let civil
aircraft operating VFR know how to
contact a military range controller for
real-time access around actual military
use.’’
The FAA responds that the capability
for immediate communications with
Anchorage Air Route Traffic Control
Center (ARTCC) and Allen Army
Airfield will be included in a LOP.
Under the LOP, upon receipt of ‘‘check
fire’’ or ‘‘stop fire’’ instruction from an
air traffic control authority, the using
agency will immediately suspend
hazardous activities in all segments of
the restricted area. Additionally, upon
confirming all hazardous activities have
ceased, the using agency will inform the
controlling agency (and Allen Army
Airfield, if operating). The using agency
will not resume hazardous activities
until after receipt of a ‘‘start fire’’
authorization from Allen Army Airfield/
Anchorage ARTCC. The using agency
will release segments of R–2201 to the
controlling agency when use for
designated activities is not anticipated
for one or more hours, or when training
is complete. The using agency shall
ensure the status of R–2201 is accurate
and current for broadcasts on the
Special Use Airspace Information
System (SUAIS). SUAIS is the known
standard for civil VFR pilots to inquire
about active military airspace.
Additionally, civil VFR aircraft can
request flight following to assist with
real time access to the restricted areas.
Establishment Date Should Be Effective
With VFR Sectional
AOPA requested the activation of the
new restricted areas should occur
concurrently or after the charting of the
airspace on the Sectional Charts.
The FAA concurs with AOPA and
will make the new restricted areas
effective in accordance with guidance to
the chart on the 56-day cycle, which is
October 10, 2019. However, the FAA
has mandated to the using agency the
E:\FR\FM\13AUR1.SGM
13AUR1
]]>Agencies
[Federal Register Volume 84, Number 156 (Tuesday, August 13, 2019)]
[Rules and Regulations]
[Pages 39960-39964]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-17216]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 73
[Docket No. FAA-2016-9479; Airspace Docket No. 15-AAL-4]
RIN 2120-AA66
Establishment of Restricted Areas R-2205 A, B, C, D, E, F, G, H,
J, K; Fairbanks, AK and Revocation of Restricted Area R-2205; Stuart
Creek, AK
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This action establishes restricted areas R-2205 A, B, C, D, E,
F, G, H, J, K; Fairbanks, AK, and revokes restricted area R-2205;
Stuart Creek, AK, over the Digital Multipurpose Training Range (DMPTR)
and the Yukon Training Area (YTA), which provides a more realistic
protective airspace required for hazardous activities within the Joint
Pacific Alaska Range Complex (JPARC).
DATES: Effective date 0901 UTC, October 10, 2019.
FOR FURTHER INFORMATION CONTACT: Kenneth Ready, Airspace Policy and
Regulations Group, Office of Airspace Services, Federal Aviation
[[Page 39961]]
Administration, 800 Independence Avenue SW, Washington, DC 20591;
telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Authority for This Rulemaking
The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. Subtitle I, Section 106
describes the authority of the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more detail the scope of the agency's
authority. This rulemaking is promulgated under the authority described
in Subtitle VII, Part A, Subpart I, Section 40103. Under that section,
the FAA is charged with prescribing regulations to assign the use of
the airspace necessary to ensure the safety of aircraft and the
efficient use of airspace. This regulation is within the scope of that
authority as it would establish restricted area airspace at Fairbanks,
AK to support the United States' Air Force and Army to provide larger
airspace to more realistically conduct service and joint hazardous
training activities, consistent with current and future combat
environments.
History
The FAA published a notice of proposed rulemaking for Docket No.
FAA-2016-9479 in the Federal Register (82 FR 12526; March 6, 2017),
establishing restricted areas R-2205A, R-2205B, R-2205C, R-2205D, R-
2205E, R-2205F, R-2205G, R-2205H, R-2205J, and R-2205K, Fairbanks, AK,
in support of the United States Air Force and Army to provide more
realistic airspace for hazardous activities within the JPARC complex.
Interested parties were invited to participate in this rulemaking
effort by submitting written comments on the proposal. Ten comments
were received; seven from individuals, two aviation groups (Aircraft
Owners and Pilots Association [AOPA] and Alaska Air Carriers
Association), and one from Alyeska Pipeline Service Company (APSC).
Discussion of Comments
In their response to the NPRM, the commenters raised several
substantive issues. Two commenters stated they did not agree with the
proposal but did not state a reason for their objection or an
aeronautical suggestion to consider, these comments were not addressed.
Alaska Air Carriers Association commented on R-2201 Ft. Greely Alaska,
their comments were addressed in that rulemaking action's supplemental
NPRM. The comments are categorized in the following groupings: (1)
Safety, (2) financial burden cost for fuel (3) airspace design being
overly complex; (4) Trans-Alaska Pipeline and (5) Chena River VFR
corridor.
Having considered the issues and recommendations provided by the
commenters, the FAA offers the following responses.
Safety
Four individuals commented that the expansion would be unsafe due
to the rapidly changing weather conditions and terrain in the area.
The FAA does not agree. The expansion from the current restricted
area's western boundary is 10 miles to the west abutting the Class D
airspace over Eielson Air Force Base and 3 miles to the north, with the
airspace divided into low altitude and high altitude subdivisions.
Based on public comment, the subdivisions and stratification were
modified to enable the using agency (U.S. Army, AK, Joint Base
Elemendorf-Richardson) to release volumes of airspace to the
controlling agency (FAA Fairbanks Approach Control) for use by the
public when hazardous activities are not scheduled. Aircraft have the
availability to fly through the inactive restricted areas when the low
subdivisions are released by the using agency. Additionally,
information provided by the FAA aeronautical study and Eielson Air
Force Base (AFB) air traffic control facility concluded very little
civilian traffic traverses the east side of the Eielson Class D where
the restricted area has been expanded; conversely, west of and through
Eielson Air Force base remains available to IFR and VFR aircraft.
Moreover, the expanded areas of the restricted areas are generally over
the higher ground in the area, allowing civil traffic the safety of
maneuvering in the lower ground around the restricted area expansion.
At times, however, aircraft may be required to maneuver north or south
earlier or later than desired to avoid an active restricted area.
Lastly, this proposal was analyzed by a safety risk management
panel that included representatives from AOPA and Alaska Airmen
Association. No hazards were identified with the expansion of this
airspace.
Financial Burden Cost for Fuel
An individual commented that the expansion would be a major
financial cost of aviation fuel for pilots transitioning from Fairbanks
to the eastern portions of the state and to Canada.
The FAA does not agree. For pilots transitioning between Fairbanks
and eastern Alaska or Canada, minor adjustments to flight plans may be
required when the restricted area is active. In most cases, flight
paths will not change significantly (if at all) because civilian
aircraft already operate around the pre-existing restricted airspace
and the portions of the Viper and Yukon military operation areas
(active from 8:00 to 18:00, Monday through Friday), within which the
restricted area expansion is established. Therefore, there will be no
significant change in cost to IFR civil aircraft that are already
routed around these airspace areas consistent with air traffic control
procedures. Additionally, as stated earlier in this document, the
aeronautical study indicated that very little civilian traffic
traverses east of Eielson. Therefore, VFR aircraft are minimally
impacted, and they have the option to fly through and west of Eielson
AFB.
In an effort to minimize impact to non-participating aircraft, the
restricted area incorporates subdivisions and stratification. Based on
public comment, the subdivisions and stratification were modified to
enable the using agency to release airspace to the controlling agency
for public use when hazardous activities are not scheduled.
Airspace Design Being Overly Complex
AOPA commented the new proposed restricted areas proposed would
create a complex matrix of airspace segments. AOPA is concerned that
the complexity of this matrix is confusing and will lead to pilots
inadvertently penetrating the airspace.
The FAA agrees with this comment and has realigned the airspace
into smaller rectangle subdivisions instead of large 45-degree slanted
subdivisions with irregular boundaries. This redesign of the airspace
proposed in the NPRM was discussed extensively at the FAA's safety risk
management panel where numerous aviation groups, which included AOPA,
identified no hazards to these redesigned subdivisions. The redesign
added two more restricted area subdivisions simplifying the design,
while reducing the overall size of the R-2205 A through K complex in
response to other comments discussed later in this document.
Trans-Alaska Pipeline
AOPA and APSC commented on the availability of the Trans-Alaskan
Pipeline to be available for inspection and aerial security patrols for
Alaska's transportation infrastructure. The proposal would include the
route over the pipeline.
The FAA agrees and has adjusted the southwest boundary of the
restricted
[[Page 39962]]
area complex (R-2205 D) to ensure the pipeline is not in the restricted
areas and aerial access is available. Chena River VFR corridor AOPA
commented on an existing VFR corridor along the Chena River valley. The
valley is one of the most popular routes between Fairbanks and the
communities of Central Circle Hot Springs, Chena Hot Springs and Circle
City. Limiting access to this corridor would cause inadvertent airspace
penetrations and will cause pilots to fly one side of the river raising
the possibility of a mid-air collision, rather than allowing opposite
direction traffic to utilize both sides of the Chena river valley to
deconflict.
The FAA agrees with AOPA and has adjusted the northwest boundary of
the restricted area complex (R-2205 B) to allow the VFR corridor free
access and two miles of maneuverability from the restricted area on
either side of the Chena river valley.
Military Operations Areas (MOA)
In the NPRM, the FAA acknowledged that the proposed R-2205A, B, C,
D, E, F, G, H, J, and K restricted areas, if established, would be
designated within the existing Viper A, Viper B, and Yukon 1 Military
Operations Areas (MOAs). To address potential airspace issues and
confusion created if all special use airspace (SUA) areas were active
at the same time, the FAA stated it would amend the legal descriptions
of the Viper A, Viper B and Yukon 1 MOAs to exclude that airspace
within R-2205A, B, C, D, E, F, G, H, J, and K when the restricted areas
were activated.
MOAs are established to separate or segregate non-hazardous
military flight activities from aircraft operating in accordance with
instrument flight rules (IFR) and to advise pilots flying under visual
flight rules (VFR) where these activities are conducted. IFR aircraft
may be routed through an active MOA only by agreement with the using
agency and only when air traffic control can provide approved
separation from the MOA activity. VFR pilots are not restricted from
flying in an active MOA but are advised to exercise caution while doing
so. MOAs are nonregulatory airspace areas that are established or
amended administratively and published in the National Flight Data
Digest (NFDD) rather than through rulemaking procedures. When a
nonrulemaking action is ancillary to a rulemaking action, FAA
procedures allow for the nonrulemaking changes to be included in the
rulemaking action. Since amendments to the Viper A, Viper B, and Yukon
1 MOAs descriptions are ancillary to the establishment of R-2205A
through K, the MOA changes are addressed in this rule as well as being
published in the NFDD.
The FAA circularized a proposal to make editorial amendments to the
Viper A, Viper B, and Yukon 1 MOAs boundary descriptions, contingent
upon restricted areas R-2205A through K being established, to add
language that excluded that airspace within R-2205A through K when the
restricted areas were activated. Interested parties were invited to
participate in this proposed nonrulemaking action by submitting written
comments on the proposal. No comments to the circular were received. As
a result, the Viper A, Viper B, and Yukon 1 MOAs boundary descriptions
are being amended to include language that excludes that airspace
within restricted areas R-2205A through K when they are activated.
These editorial amendments overcome any potential airspace confusion or
conflict resulting from the overlapping restricted areas and MOAs being
activated at the same time. Additionally, the amendments help inform
nonparticipants when portions of the MOAs are not available due to
hazardous activities being conducted in the overlapping restricted
areas. The amended boundary descriptions for the MOAs will be published
in the NFDD; the rest of the MOAs legal descriptions remain unchanged.
Differences From the NPRM
In response to comments the FAA has realigned all internal
subdivisions into smaller rectangle subdivisions instead of large 45-
degree slanted subdivisions with irregular boundaries. Additionally,
two subdivisions have been added while the overall size of the R-2205 A
through K complex is reduced. All geographic lat./long. coordinates
have been adjusted to accommodate traffic above and around the newly
established restricted areas ensuring ample separation from non-
participating traffic.
The Rule
This action amends Title 14 Code of Federal Regulations (14CFR)
part 73 by removing the current restricted area R-2205, Stuart Creek,
AK, and establishing restricted areas R-2205A through K, Fairbanks, AK.
The FAA is revoking and establishing this action at the request of the
United States Army in Alaska. Subsequent to the NPRM, the FAA is also
incorporating the restricted area updates noted in the Differences from
the NPRM section. The FAA is taking this action to accommodate manned
and unmanned teaming of aviation assets and allow Air-to-Ground
Integration (AGI) during large training exercises such as Red Flag and
Distant Frontier. Additionally, the expansion of the restricted area
over the DMPTR allows for greater training complexity by incorporating
AGI. The activities within R-2205 A through K are to meet the overall
training objectives of the Department of Defense. The activities would
include live and inert precision and unguided munitions, unmanned
aerial vehicles (UAV) laser operations, joint combined arms live fire
exercises, gunnery collective skills training, demolitions, indirect
fire and helicopter integration with UAVs. These restricted areas are
required to effectively deconflict Department of Defense and civilian
air traffic from hazards associated with live fire training.
Regulatory Notices and Analyses
The FAA has determined that this regulation only involves an
established body of technical regulations for which frequent and
routine amendments are necessary to keep them operationally current.
It, therefore: (1) Is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under
Department of Transportation (DOT) Regulatory Policies and Procedures
(44 FR 11034; February 26, 1979); and (3) does not warrant preparation
of a regulatory evaluation as the anticipated impact is so minimal.
Since this is a routine matter that only affects air traffic procedures
and air navigation, it is certified that this rule, when promulgated,
does not have a significant economic impact on a substantial number of
small entities under the criteria of the Regulatory Flexibility Act.
Environmental Review
The FAA has determined that this action of establishing restricted
areas R-2205 A, B, C, D, E, F, G, H, J, K; Fairbanks, AK and revoking
restricted area R-2205 at Stuart Creek, AK, qualifies for FAA adoption
in accordance with FAA Order 1050.1F, paragraph 8-2, Adoption of Other
Agencies' National Environmental Policy Act Documents, and FAA Order
7400.2M, paragraph 32-2-3 (Special Use Airspace). After conducting an
independent review and evaluation of the Army's Final Environmental
Impact Statement (EIS) for The Modernization and Enhancement of Ranges,
Airspace, and Training Areas in the Joint Pacific Alaska Range Complex
in Alaska (JPARC) and Finding Of No Significant Impact, (which analyzes
the impacts of establishing R-2201 at the Battle Area Complex,
expanding R-2205, and modifying the legal descriptions of
[[Page 39963]]
Viper A, Viper B, Yukon 1 Military Operations Areas (MOAs)), the FAA
has determined that the Army's EIS, Written Re-Evaluation, and
supporting documentation adequately assesses and discloses the
environmental impacts of the proposed action. The Army's JPARC Final
EIS was published in June 2013 and the Army/USAF Record of Decision
(ROD) was issued on August 6, 2013.
Based on the evaluation in the Army's EIS, the FAA, as a
Cooperating Agency, concluded that the EIS qualifies for adoption by
FAA, and that the FAA's adoption is authorized in accordance with 40
CFR 1506.3, Adoption, and FAA Order 1050.1F, paragraph 8-2, Adoption of
Other Agencies' NEPA Documents. Accordingly, FAA adopts the Army's EIS
and takes full responsibility for the scope and content that addresses
the FAA's actions associated with the establishment and modification of
Special Use Airspace.
List of Subjects in 14 CFR Part 73
Airspace, Prohibited Areas, Restricted Areas.
Adoption of the Amendment
In consideration of the foregoing, the Federal Aviation
Administration amends 14 CFR part 73 as follows:
PART 73--SPECIAL USE AIRSPACE
0
1. The authority citation for part 73 continues to read as follows:
Authority: 49 U.S.C. 106(f), 106(g); 40103, 40113, 40120; E.O.
10854, 24 FR 9565, 3 CFR, 1959-1963 Comp., p. 389.
Sec. 73.22 Alaska (Amended)
0
2. Sec. 73.22 is amended as follows:
* * * * *
R-2205 Stuart Creek, AK [Delete]
R-2205A Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]43'40'' N, long.
146[deg]59'27'' W; clockwise along the 4.7-mile radius of Eielson
AFB; to lat. 64[deg]37'50'' N, long. 146[deg]56'19'' W; to lat.
64[deg]39'41'' N, long. 146[deg]56'23'' W; to lat. 64[deg]39'41'' N,
long. 146[deg]57'24'' W; to lat. 64[deg]40'07'' N, long.
146[deg]57'24'' W; to lat. 64[deg]40'07'' N, long. 147[deg]00'26''
W; to lat. 64[deg]41'25'' N, long. 147[deg]00'26'' W; to lat.
64[deg]41'25'' N, long. 147[deg]02'23'' W; to lat. 64[deg]43'35'' N,
long. 147[deg]02'23'' W; to lat. 64[deg]43'35'' N, long.
146[deg]59'26'' W; to the point of beginning.
Designated altitudes. Surface to but not including 10,000 feet
MSL.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205B Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]48'47'' N, long.
146[deg]41'03'' W; to lat. 64[deg]37'40'' N, long. 146[deg]41'10''
W; to lat. 64[deg]37'50'' N, long. 146[deg]56'19'' W; counter-
clockwise along the 4.7-mile radius of Eielson AFB; to lat.
64[deg]43'40'' N, long. 146[deg]59'27'' W; to lat. 64[deg]47'54'' N,
long. 146[deg]59'25'' W; to lat. 64[deg]48'47'' N, long.
146[deg]57'08'' W; to the point of beginning.
Designated altitudes. Surface to but not including 10,000 feet
MSL.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205C Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]46'36'' N, long.
146[deg]10'42'' W; to lat. 64[deg]37'33'' N, long. 146[deg]10'39''
W; to lat. 64[deg]37'40'' N, long. 146[deg]41'10'' W; to lat.
64[deg]48'47'' N, long. 146[deg]41'03'' W; to lat. 64[deg]48'47'' N,
long. 146[deg]32'18'' W; to lat. 64[deg]46'36'' N, long.
146[deg]32'18'' W; to the point of beginning.
Designated altitudes. Surface to but not including 10,000 feet
MSL.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205D Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]37'40'' N, long.
146[deg]41'10'' W; to lat. 64[deg]33'38'' N, long. 146[deg]41'13''
W; to lat. 64[deg]33'38'' N, long. 146[deg]45'18'' W; to lat.
64[deg]33'51'' N, long. 146[deg]45'18'' W; to lat. 64[deg]35'09'' N,
long. 146[deg]51'22'' W; to lat. 64[deg]36'54'' N, long.
146[deg]54'14'' W; to lat. 64[deg]37'50'' N, long. 146[deg]56'19''
W; to the point of beginning.
Designated altitudes. Surface to but not including 10,000 feet
MSL.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205E Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]37'33'' N, long.
146[deg]10'39'' W; to lat. 64[deg]35'48'' N, long. 146[deg]10'40''
W; to lat. 64[deg]35'48'' N, long. 146[deg]11'38'' W; to lat.
64[deg]33'51'' N, long. 146[deg]19'41'' W; to lat. 64[deg]33'38'' N,
long. 146[deg]19'41'' W; to lat. 64[deg]33'38'' N, long.
146[deg]41'13'' W; to lat. 64[deg]37'40'' N, long. 146[deg]41'10''
W; to the point of beginning.
Designated altitudes. Surface to but not including 10,000 feet
MSL.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205F Fairbanks, AK [New]
Boundaries--Beginning at lat 64[deg]43'40'' N, long.
146[deg]59'27'' W; clockwise along the 47-mile radius of Eielson
AFB; to lat. 64[deg]37'50'' N, long. 146[deg]56'19'' W; to lat.
64[deg]39'41'' N, long. 146[deg]56'23'' W; to lat. 64[deg]39'41'' N,
long. 146[deg]57'24'' W; to lat. 64[deg]40'07'' N, long.
146[deg]57'24'' W; to lat. 64[deg]40'07'' N, long. 147[deg]00'26''
W; to lat. 64[deg]41'25'' N, long. 147[deg]00'26'' W; to lat.
64[deg]41'25'' N, long. 147[deg]02'23'' W; to lat. 64[deg]43'35'' N,
long. 147[deg]02'23'' W; to lat. 64[deg]43'35'' N, long.
146[deg]59'26'' W; to the point of beginning.
Designated altitudes. 10,000 feet MSL to FL 310.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205G Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]48'47'' N, long.
146[deg]41'03'' W; to lat. 64[deg]37'40'' N, long. 146[deg]41'10''
W; to lat. 64[deg]37'50'' N, long. 146[deg]56'19'' W; counter-
clockwise along the 47-mile radius of Eielson AFB; to lat.
64[deg]43'40'' N, long. 146[deg]59'27'' W; to lat. 64[deg]47'54'' N,
long. 146[deg]59'25'' W; to lat. 64[deg]48'47'' N, long.
146[deg]57'08'' W; to the point of beginning.
Designated altitudes. 10,000 feet MSL to FL 310.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205H Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]46'36'' N, long
146[deg]10'42'' W; to lat. 64[deg]37'33'' N, long. 146[deg]10'39''
W; to lat. 64[deg]37'40'' N, long. 146[deg]41'10'' W; to lat.
64[deg]48'47'' N, long. 146[deg]41'03'' W; to lat. 64[deg]48'47'' N,
long. 146[deg]32'18'' W; to lat. 64[deg]46'36'' N, long.
146[deg]32'18'' W; to the point of beginning.
Designated altitudes. 10,000 feet MSL to FL 310.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205J Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]37'40'' N, long.
146[deg]41'10'' W; to lat. 64[deg]33'38'' N, long. 146[deg]41'13''
W; to lat. 64[deg]33'38'' N, long. 146[deg]45'18'' W; to lat.
64[deg]33'51'' N, long. 146[deg]45'18'' W; to lat. 64[deg]35'09'' N,
long. 146[deg]51'22'' W; to lat. 64[deg]36'54'' N, long.
146[deg]54'14'' W; to lat. 64[deg]37'50'' N, long. 146[deg]56'19''
W; to the point of beginning.
[[Page 39964]]
Designated altitudes. 10,000 feet MSL to FL 310.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
R-2205K Fairbanks, AK [New]
Boundaries--Beginning at lat. 64[deg]37'33'' N, long.
146[deg]10'39'' W; to lat. 64[deg]35'48'' N, long. 146[deg]10'40''
W; to lat. 64[deg]35'48'' N, long. 146[deg]11'38'' W; to lat.
64[deg]33'51'' N, long. 146[deg]19'41'' W; to lat. 64[deg]33'38'' N,
long. 146[deg]19'41'' W; to lat. 64[deg]33'38'' N, long.
146[deg]41'13'' W; to lat. 64[deg]37'40'' N, long. 146[deg]41'10''
W; to the point of beginning.
Designated altitudes. 10,000 feet MSL to FL 310.
Time of designation. 0700-1900 local time Monday-Friday; other
times by NOTAM two and one-half hours in advance.
Controlling agency. FAA, Fairbanks Approach Control.
Using agency. U.S. Army, AK (USARAK), Commanding General, Joint
Base Elemendorf-Richardson (JBER), AK.
* * * * *
Issued in Washington, DC, on August 7, 2019.
Rodger A. Dean Jr.,
Manager, Airspace Policy Group.
[FR Doc. 2019-17216 Filed 8-12-19; 8:45 am]
BILLING CODE 4910-13-P
