36576 Federal Register / Vol. 79, No. 124 / Friday, June 27, 2014 / Notices 

Issued in Washington, DC on June 23, 

2014. 

Albert R. Spence, 

FAA Assistant Information Collection 

Clearance Officer. IT Enterprises Business 

Services Division, ASP–110. 

[FR Doc. 2014–15154 Filed 6–26–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

[Docket No. FAA–2013–0265] 

Policy for Discontinuance of Certain 

Instrument Approach Procedures 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of policy; disposition of 

comments. 

SUMMARY: This action adopts with minor 

modification, the policy proposed in the 

Federal Register on August 2, 2013. 

Under this policy, the FAA establishes 

the criteria to identify certain nondirectional beacon (NDB) and very high 

frequency (VHF) omnidirectional radio 

range (VOR) instrument approach 

procedures that can be considered for 

cancellation. Additionally, the FAA 

responds to comments received during 

the comment period on the notice of 

proposed policy. 

FOR FURTHER INFORMATION CONTACT: For 

questions concerning this action, 

contact Wayne Eckenrode, Aeronautical 

Navigation Products, AJV–3, Instrument 

Flight Procedures Efficiency Group, 

Manager, Federal Aviation 

Administration, Air Traffic 

Organization, 4500 Mercantile Plaza 

Drive, Fort Worth, TX 76137; telephone 

(202) 494–8898, email AMC-ATO-IFPCancellations@faa.gov. 

Background 

Right-sizing the National Airspace 

System (NAS) is an integral part of the 

FAA’s commitment to deliver the 

benefits of the Next Generation Air 

Transportation System (NextGen) 

through enhanced technology, enhanced 

capabilities, and more efficient, 

streamlined services. Focus on 

improvements in satellite-based 

navigation based on Global Positioning 

System (GPS) technology has facilitated 

the implementation of a large number of 

Performance Based Navigation (PBN) 

Instrument Approach Procedures (IAPs) 

into the NAS. These PBN procedures 

charted as RNAV (GPS) and RNAV 

(RNP) IAPs, improve the safety and 

efficiency of the NAS by providing more 

precise, repeatable flight paths to the 

runway. The total number of procedures 

in the NAS has nearly doubled over the 

past decade, as legacy procedures based 

on older, ground-based technology, are 

maintained alongside the newer, 

satellite-based procedures. In some 

cases, the older procedures are 

redundant or obsolete, and maintaining 

them unnecessarily increases FAA 

costs, as well as creates the need for air 

traffic controllers to train and be 

proficient on procedures that are not 

used or needed. Pilots must also 

maintain proficiency on these 

procedures and, in some cases, memory 

limitations in the Flight Management 

Systems (FMSs) in their aircraft result in 

the inability to load all the data needed 

to support the procedures. Removing 

certain redundant or underutilized IAPs 

will increase the safety and efficiency of 

the NAS by streamlining user access 

and FAA services, allowing the FAA to 

focus on delivering greater benefits 

through new technology. 

In September 2010, the FAA awarded 

a grant to the Flight Safety Foundation, 

to research and provide independent 

insight on how the FAA should 

eliminate redundant or underutilized 

Instrument Approach Procedures (IAPs). 

The Flight Safety Foundation’s study 

and recommendations were developed 

based on interviews and surveys of FAA 

personnel, and key airspace 

stakeholders. Among those interviewed 

were, Aircraft Owners and Pilots 

Association (AOPA), Air Line Pilots 

Association, International (ALPA), Air 

Transport Association (ATA), National 

Business Aviation Association (NBAA), 

Regional Airline Association (RAA), and 

the U.S. Air Force. The study formed 

the basis for the notice of proposed 

policy and request for comment (78 FR 

47048) published in the Federal 

Register on August 2, 2013. The notice 

sought comments on the proposed 

criteria the FAA would utilize to 

determine which NDB and VOR IAPs 

could be considered for cancellation. 

Summary of Comments 

The FAA received a total of 14 

comments from individuals, the 

Department of Defense (DoD), AOPA, 

the Maryland Aviation Administration, 

the Wahoo Airport Authority, and 

SkyWest Airlines. 

Several of the comments received 

concerned the ability to train pilots on 

NDB or VOR IAPs if the ground-based 

procedures at an airport were cancelled. 

AOPA asserted that most flight 

instructors and pilots rely very heavily 

on ground-based navigational aids for 

initial and recurrent instrument flight 

training activities. 

This policy will not reduce the ability 

to train pilots on NDB or VOR IAPs. 

Under this adopted policy, one existing 

ground-based IAP procedure will 

remain at each airport under this policy. 

Three commenters were concerned 

with aircraft operations at an airport 

during periods of inclement weather if 

the ground-based procedure to a 

particular runway was cancelled. AOPA 

stated that consideration needs to be 

given to the individual airport operation 

and if there is a predominant or 

exclusive general aviation runway at a 

particular airport, the procedure offering 

the lowest approach minimums may not 

provide the greatest access. Based on 

this situation, AOPA asserted that it 

may be necessary to preserve the IAP to 

the general aviation runway for use 

during instrument training in visual 

meteorological conditions. 

The criteria adopted in this notice 

ensure that an airport does not lose IAP 

capability to any runway that already 

has a published IAP. Additionally, the 

FAA will consider runway usage and 

local weather conditions when 

identifying candidate IAPs for 

cancellation. 

Several commenters questioned 

whether the FAA will consider 

community needs for goods and 

emergency services at certain locations 

with limited access. 

The adopted criteria ensure that at 

least one RNAV IAP and one ground 

based IAP will remain published at 

airports that already have them. 

Individuals, AOPA, Wahoo Airport 

Authority, Maryland Aviation 

Administration, and SkyWest Airlines, 

submitted general comments concerning 

the decommissioning or discontinuance 

of NDBs and/or VORs. 

The decommissioning or 

discontinuance of NDBs or VORs is 

beyond the scope of this action. The 

implementation of this policy will not 

decommission or discontinue the use of 

any facility, including NDBs and VORs. 

The purpose of this policy is to 

appropriately identify IAPs that can be 

cancelled. 

The DoD commented that the FAA 

should explore additional methods to 

reduce costs of maintaining IAPs. The 

DoD stated that other methods to reduce 

costs may exist such as reducing the 

costs of flight checks which form a 

significant portion of the IAP 

maintenance costs. 

The FAA will continue to examine 

ways to reduce operating costs 

associated with the maintenance of IFPs 

including reduction in flight check 

costs. 

Many commenters expressed concern 

with GPS signal interruption, which 

emphasized, in their view, the need for 

redundant ground-based IAPs. 


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Federal Register / Vol. 79, No. 124 / Friday, June 27, 2014 / Notices 36577 

Commenters also noted some 

geographic areas in the NAS incur GPS 

signal interference more regularly than 

others due to U.S. Government testing. 

Under this policy, the FAA will 

ensure that at least one ground based 

IAP will remain at each airport. 

The FAA agrees that the adopted 

criteria must also consider GPS signal 

interference. Therefore, the FAA 

modifies this policy and adds the 

following as a factor to be considered: 

‘‘Airports located within an area 

routinely affected by GPS signal 

interference testing.’’ 

The DoD stated that if IAPs at a civil 

airport are extensively utilized by 

military aircraft for training and/or 

proficiency, these IAPs should be 

retained. Additionally, the DoD 

suggested that DoD facilities should be 

added to the list of airports that are not 

considered for NDB or VOR IAP 

cancellations. 

While this policy will not add DoD 

facilities to the list of airports that are 

not considered for NDB and VOR IAP 

cancellation, the FAA agrees to modify 

the policy so that IAPs used extensively 

by military aircraft for training and/or 

proficiency will remain in the National 

Airspace System. 

Policy 

After review and evaluation of the 

public comments received on the policy 

proposed in the Federal Register on 

August 2, 2013 (FAA–2013–0265), the 

FAA adopts the criteria for selecting 

potential IAPs for cancellation as 

proposed with two modifications based 

on the comments received. FAA adds 

the following to the list of consideration 

factors: ‘‘Airports located within an area 

routinely affected by GPS signal 

interference testing’’ and ‘‘Extensive use 

by the military for training and/or 

proficiency.’’ 

The NDB and VOR IAPs 

recommended for cancellation will be 

selected at airports using the adopted 

criteria. FAA notes that all airports 

having existing RNAV and groundbased IAPs will maintain at least one 

RNAV and one ground-based IAP under 

this initiative. 

Instrument Approach Procedures are 

incorporated by reference into Title 14 

of the Code of Federal Regulations part 

97, subpart C, and are promulgated by 

rulemaking procedures. Once the FAA 

identifies IAPs that may be cancelled in 

accordance with the adopted policy 

noted above, the FAA will follow 

standard rulemaking procedures 

including a Notice of Proposed 

Rulemaking in the Federal Register 

containing the list of NDB and VOR 

IAPs recommended for cancellation. 

The FAA will consider all public 

comments before issuing a Final Rule 

removing selected IAPs. 

Airports considered for NDB or VOR 

IAP cancellation: 

—All airports with an NDB IAP. 

—All airports with a VOR/DME RNAV 

IAP, unless it is the only IAP at the 

airport. 

—All airports with two or more groundbased IAPs and an RNAV IAP. 

—All airports with multiple, redundant 

ground-based IAPs (e.g., three VOR 

procedures). 

Additional factors for consideration 

in determining the list of potential 

candidates for NDB or VOR IAP 

cancellation: 

—Prevailing wind runways. 

—Prevailing runway alignment during 

adverse weather operations. 

—Runways with a published ILS IAP 

and a ground-based IAP. 

—For runways with multiple VOR and 

NDB IAPs consider IAPs with the 

lowest minimums (if minimums are 

within 20 feet of each other), and IAPs 

that allow for optimum use by all 

users. 

—Airports located within an area 

routinely affected by GPS signal 

interference testing 

—Extensive use by the military for 

training and/or proficiency. 

Airports not considered for NDB or 

VOR IAP cancellations: 

—Airports with only RNAV/RNP IAPs 

published. 

—Airports with only one ground-based 

procedure. 

—Airports will not be considered if 

cancellation would result in removing 

all IAPs from the airport. 

Issued in Washington, DC, on June 19, 

2014. 

Abigail Smith, 

Director, Aeronautical Navigation Products. 

[FR Doc. 2014–14913 Filed 6–26–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Notice of Proposed Airport Access 

Restriction and Opportunity for Public 

Comment 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice; Request for Comment. 

SUMMARY: The Airport Noise and 

Capacity Act of 1990 (hereinafter 

referred to as ‘‘the Act’’ or ‘‘ANCA’’) 

provides notice, review, and approval 

requirements for airports seeking to 

impose noise or access restrictions on 

Stage 3 aircraft operations that become 

effective after October 1, 1990. 49 U.S.C. 

47521 et seq. This notice is issued 

pursuant to ANCA and 14 CFR 

161.315(b). 

The Federal Aviation Administration 

(FAA) announces that it has determined 

the application for an airport noise and 

access restriction submitted by the Los 

Angeles World Airports (LAWA) for Los 

Angeles International Airport (LAX) 

under the provisions of 49 U.S.C. 47524 

of the ANCA, and 14 CFR part 161, to 

be complete. The LAWA application 

seeks approval to adopt a new 

ordinance that would require all aircraft 

operators to comply with prevailing 

flows whenever LAX is in Over-Ocean 

or Westerly Operations from midnight 

to 6:30 a.m. The determination of 

completeness is not an approval or 

disapproval of the proposed airport 

access restriction. FAA will review the 

application, public comments, and any 

other information obtained under 

§ 161.137(b) and issue a decision 

approving or disapproving the proposed 

restriction. FAA intends to issue its 

decision by November 8, 2014. 

Public Comments: Interested parties 

are invited to file comments on the 

application. Comments are due 30 days 

after the publication of this notice in the 

Federal Register. 

FOR FURTHER INFORMATION CONTACT: 

James Byers, Planning and 

Environmental Division, APP–400, 800 

Independence Avenue SW., Washington 

DC 20591. 

Email address: jim.byers@faa.gov. 

Comments on the application for the 

proposed noise and access restriction, 

including the environmental analysis, 

should be submitted in writing to this 

contact office. 

SUPPLEMENTARY INFORMATION: On 

January 30, 2013 the Federal Aviation 

Administration (FAA) received an 

application from LAWA under 14 Code 

of Federal Regulations (CFR) Part 161 

seeking a Stage 3 aircraft noise and 

access restriction at Los Angeles 

International Airport (LAX). The 

application was reviewed in accordance 

with 14 CFR 161.313(a), and was 

determined to be incomplete in the 

areas of Noise Exposure Maps (NEMs); 

Noise Study Area; Technical Data 

Supporting Noise Impact analysis; and 

Cost Benefit Analysis. Notice of this 

decision was sent to LAWA on March 

1. On March 15, 2013, the FAA 

provided LAWA additional information 

regarding the type of information and 

analysis required to complete the 

application. 


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