11194 Federal Register / Vol. 86, No. 35 / Wednesday, February 24, 2021 / Proposed Rules 

1A copy of this letter has been placed in the 

docket for this rulemaking. 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 73 

[Docket No. FAA–2020–0755; Airspace 

Docket No. 19–AAL–83] 

RIN 2120–AA66 

Proposed Amendment of R–2206 and 

Establishment of Restricted Areas R– 

2206B, R–2206C, R–2206D, R–2206E, 

R–2206F, and R–2206G; Clear, AK 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

rename the established restricted areas 

R–2206 to R–2206A and establish six 

new restricted areas R–2206B, R–2206C, 

R–2206D, R–2206E, R–2206F, and R– 

2206G, over the Clear Air Force Station 

(Clear AFS) at Clear, AK. The United 

States Air Force (USAF) on behalf of the 

Missile Defense Agency (MDA) 

requested this action to protect aircraft 

from hazardous High-Intensity Radiated 

Field (HIRF) produced by the Long 

Range Discrimination Radar (LRDR) at 

Clear AFS. LRDR contributes to the 

MDA’s mission of developing and 

deploying a layered Department of 

Defense (DoD) Ballistic Missile Defense 

System (BMDS) to defend the United 

States from ballistic missile attacks of 

all ranges in all phases of flight. The 

proposed restricted areas are necessary 

to protect aviation from the hazardous 

HIRF and segregate non-participating 

aircraft. 

DATES: Comments must be received on 

or before April 26, 2021. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, 1200 

New Jersey Avenue SE, West Building 

Ground Floor, Room W12–140, 

Washington, DC 20590–0001; telephone: 

(800) 647–5527, or (202) 366–9826. You 

must identify FAA Docket Number 

FAA–2020–0755; Airspace Docket No. 

19–AAL–83 at the beginning of your 

comments. You may also submit 

comments through the internet at 

https://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Christopher McMullin, Rules and 

Regulations Group, Office of Policy, 

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 

(U.S.C.). 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 airspace at Clear, 

AK, to protect aviation from activities 

deemed hazardous to nonparticipating 

aircraft. 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments, as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers (FAA Docket Number 

FAA–2020–0755; Airspace Docket No. 

19–AAL–83) and be submitted in 

triplicate to the Docket Management 

Facility (see ADDRESSES section for 

address and phone number). You may 

also submit comments through the 

internet at https://www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to FAA 

Docket FAA–2020–0755; Airspace 

Docket No. 19–AAL–83.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

All communications received on or 

before the specified comment closing 

date will be considered before taking 

action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

comment closing date. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

Availability of NPRM 

An electronic copy of this document 

may be downloaded through the 

internet at https://www.regulations.gov. 

Recently published rulemaking 

documents can also be accessed through 

the FAA’s web page at https://

www.faa.gov/air_traffic/publications/ 

airspace_amendments/. 

You may review the public docket 

containing the proposal, any comments 

received and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9:00 a.m. and 

5:00 p.m., Monday through Friday, 

except Federal holidays. An informal 

docket may also be examined during 

normal business hours at the office of 

the Western Service Center, Operations 

Support Group, Federal Aviation 

Administration, 2200 South 216th St., 

Des Moines, WA 98198. 

Background 

History of R–2206 and Clear Airport, AK 

R–2206 was initially established as R– 

20 for a limited duration effective 

January 1, 1961 (25 FR 12174), over the 

Clear AFS, at Clear, AK, to protect the 

National Airspace System (NAS) while 

a potential radiation hazard caused by 

the Ballistic Missile Early Warning 

System (BMEWS) was assessed by the 

USAF. The designation of R–2206 was 

later amended to extend the duration for 

an indefinite period in May 1962 (27 FR 

4553) due to ongoing concern regarding 

the radiation hazard associated with 

BMEWS. 

Initially established for private use by 

the military in support of the BMEWS 

mission, Clear Airport (PACL) is located 

less than 1⁄2 Nautical Mile (NM) from 

the eastern boundary of R–2206. The 

airport was leased by the Secretary of 

the Air Force to the State of Alaska on 

December 20, 1974. The FAA performed 

an airspace review and issued a letter of 

‘‘no objection’’ to convert the airport 

from private to public use on January 

20, 1976.1 Subsequently, the land (1,814 

acres) was declared surplus excess by 

the USAF and conveyed to the State of 

Alaska in the late 1980s. PACL has 

remained in its original location since 

being converted to public use. The FAA 

did not object to the proximity of R– 

2206 to the airport when it was 

converted to a public use airport, 

because at the time of conversion, there 

was no established standard to separate 

restricted areas and public use airports. 


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2The current version of this Order is accessible 

at: https://www.faa.gov/documentLibrary/media/ 

Order/7400.2M_Bsc_w_Chg_1_2_dtd_7_16_20.pdf. 

See sub-section 23–1–4, Restricted Area Floor. 

3The FAA intends to revise FAA Order JO 7400.2 

to reflect this grand-fathering policy. 

4Public Law 113–66; 10 U.S.C. 2431 (Dec. 26, 

2013). 5Public Law 114–92; 10 U.S.C. 2431 (Jan. 6, 

2015). 6Public Law 114–328; 10 U.S.C. 2431 (Dec. 23, 

2016). 

The minimum standard for exclusion of 

airspace 1,500 feet AGL and below 

within a 3 NM radius of airports 

available for public use was established 

in the September 16, 1993, edition of 

FAA Order JO 7400.2, Procedures for 

Handling Airspace Matters.2 The FAA 

therefore considers the original R–2206 

as grand-fathered under the ‘‘1,500AGL/ 

3NM’’ restricted area exclusion in FAA 

Order JO 7400.2.3

What drove MDAs LRDR to Clear AK? 

Section 235(a)(1) of the National 

Defense Authorization Act (NDAA) for 

Fiscal Year (FY) 2014 required MDA to 

deploy a LRDR to protect the United 

States against long-range ballistic 

missile threats from the Democratic 

People’s Republic of Korea and to locate 

the LRDR ‘‘at a location optimized to 

support the defense of the homeland of 

the United States.’’ Public Law 113–66; 

10 U.S.C. 2431 (Dec. 26, 2013). Section 

235(b)(1) of the NDAA for FY 2014 also 

required the Secretary of Defense to 

ensure capability ‘‘to deploy additional 

tracking and discrimination sensor 

capabilities to support the defense of the 

homeland of the United States from 

future long-range ballistic missile 

threats that emerge from Iran.’’ 

Section 1684 of the NDAA for FY 

2016 expressed ‘‘the sense of Congress 

that additional missile defense sensor 

discrimination capabilities are needed 

to enhance the protection of the United 

States homeland against potential longrange ballistic missiles from Iran that, 

according to the Department of Defense, 

could soon be obtained by Iran as a 

result of its active space launch 

program.’’ Public Law 114–92; 10 U.S.C. 

2431 (Jan. 6, 2015). Moreover, Sec. 

1684(d)(1) of the NDAA for FY 2016 

established a deadline for deployment 

of a defensive system by December 31, 

2020. 

After a detailed evaluation of cost, 

schedule, and performance as well as 

other mission related factors, the DoD 

determined that Clear AFS was the 

preferred site for the LRDR and 

designated the USAF as the lead service 

for LRDR. 

What is the mission of LRDR? 

The mission of the LRDR program is 

to define, develop, acquire, test, field, 

and sustain the LRDR as an element of 

the DoD BMDS in support of the 

Ground-Based Midcourse Defense 

(GMO) program’s Homeland Defense 

Capability. The LRDR will provide 

persistent long-range midcourse 

discrimination, precision tracking, and 

hit assessment to support the GMO 

capability against long-range missile 

threats originating from North Korea 

and Iran. LRDR contributes to MDA’s 

mission of developing and deploying a 

layered BMDS to defend the United 

States from ballistic missile attacks of 

all ranges in all phases of flight. LRDR’s 

improved discrimination capability 

increases the defensive capacity of the 

homeland defense interceptor inventory 

by enabling the conservation of groundbased interceptors. LRDR also supports 

additional DoD mission areas such as 

Space Situational Awareness and 

Intelligence Data Collection. Changes in 

operational posture due to the evolving 

threat, which would result in LRDR 

deployment with unacceptable levels of 

HIRF exposure for aviation, necessitate 

the requirement for additional restricted 

airspace to support LRDR’s critical 

national defense mission at Clear AFS. 

USAF Proposal to the FAA 

By memorandum dated September 30, 

2019, the USAF submitted a proposal to 

the FAA to establish two new restricted 

areas in the vicinity of Clear AFS, to 

protect the NAS from the HIRF 

produced by the LRDR. The proposed 

restricted airspace requires lateral and 

vertical limits larger than the current R– 

2206 to support the deployment of the 

DoD’s LRDR to meet increased 

warfighter defense and readiness 

postures. This proposal would maintain 

the existing restricted area R–2206 in its 

current configuration but rename it R– 

2206A, and would supplement this area 

with six new restricted areas designated 

R–2206B, R–2206C, R–2206D, R–2206E, 

R–2206F, and R–2206G. This proposal 

would exclude airspace 1,500 feet AGL 

and below within a 3 NM radius of 

PACL for the new restricted areas, with 

exceptions. The exceptions would limit 

activation of lower altitude restricted 

areas near PACL airport (i.e., proposed 

R–2206D and R–2206E) to three times a 

week for two hours, and other times by 

Notice to Airmen (NOTAM). The FAA 

identified the need for one of the new 

restricted areas (i.e., R–2206F) that 

provides an additional 1,100 feet of 

navigable airspace along Parks Highway 

to the Northeast of Clear, AK. This 

additional restricted area would allow 

for a visual route following a known 

landmark during normal operations. 

The addition of the new restricted area 

to the proposal lead the FAA to re-letter 

the proposed restricted areas for a more 

logical sequence: From low to high on 

the west side and then from low to high 

on the east side. 

For purposes of this rulemaking, the 

FAA has approved a deviation from the 

‘‘1,500AGL/3NM’’ restricted area 

exclusion standard in paragraph 23–1– 

4–c of FAA JO 7400.2 for this USAF 

restricted area proposal, given the 

extraordinary nature of the LRDR 

national defense mission required by 

Congress, the limited citing options 

available to the USAF to achieve its 

mission, and the FAA’s ability to 

identify and implement airspace safety 

and access mitigations at Clear, Alaska. 

As previously explained, the NDAA 

for FY 2014 required MDA to deploy a 

LRDR ‘‘at a location optimized to 

support the defense of the homeland of 

the United States.’’ 4 Moreover, MDA 

was subsequently directed to deploy the 

system by December 31, 2020. The 

FY2016 NDAA created the LRDR 

program of record and required ‘‘in a 

location optimized to support the 

defense of the homeland of the United 

States from emerging long-range 

ballistic missile threats from Iran.’’ 5 To 

support implementation of this mission, 

the MDA narrowed the LRDR site 

selection from 50 possible locations to 

two locations in Alaska based on 

evaluative criteria that included, 

construction and schedule timelines in 

light of the NDAA mandate, mission 

assurance, impacts to existing civilian 

and military infrastructure, and other 

resource considerations. Of the two 

remaining sites, only Clear AFS met all 

of the levied LRDR requirements. The 

alternative option in Alaska, Eareckson 

AFS, was ruled out due to remote 

geographical concerns, which added 

unacceptable risk to timely and 

successful deployment as compared to 

Clear AFS. Moreover, the MDA 

concluded that the Clear AFS location 

in Central Alaska offered expanded 

engagement space necessary to fulfill 

the LRDR mission. This additional 

engagement space affords more 

visibility of hostile threat complexes 

and greater time to track, discriminate 

and target lethal incoming objects and 

results in a much greater probability of 

successful target intercept. The siting 

recommendation of Clear AFS was 

approved in 2016 by the USAF and 

funding for LRDR at Clear AFS was 

approved in the FY17 National Defense 

Authorization Act.6

The FAA supports a limited deviation 

in this NPRM based upon the FAA’s 

ability to balance successfully the 

national defense interests of the LRDR 


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11196 Federal Register / Vol. 86, No. 35 / Wednesday, February 24, 2021 / Proposed Rules 

system against the optimum use of 

airspace and ability to ensure safe 

operation of the NAS during LRDR 

deployments. Indeed, the DoD proposal 

incorporates limited activation times for 

the proposed restricted areas that do not 

meet the ‘‘1,500AGL/3NM’’ restricted 

area exclusion standard (i.e., proposed 

R–2206D and R–2206E), which would 

be reserved for scheduled calibration of 

the LRDR and real world emergency or 

extraordinary events. In usual defensive 

posture, all active restricted areas would 

comply with the ‘‘1,500AGL/3NM’’ 

restricted area exclusion standard. This 

segmented approach is expected to 

reduce the overall impact of the LRDR 

HIRF to civil aviation near PACL. 

Moreover, the proposal includes a 

requirement for coordination 

procedures to be included in a Letter of 

Procedure (LOP), further ensuring the 

safe operation of aircraft and 

preservation of access to the airspace in 

and around PACL. The LOP would 

provide that every effort will be made to 

ensure that emergency aircraft and inflight emergencies needing access to the 

proposed special use airspace (SUA) are 

prioritized and accommodated safely 

(i.e., by deactivation of the LRDR). 

The FAA therefore proposes these 

restricted areas, seeking a balance 

between civil aviation activities and the 

national defense of the United States. 

The FAA emphasizes that any 

deviations from FAA Orders are 

reviewed on a case-by-case basis and 

reserved for extraordinary 

circumstances under which the FAA 

may determine that the national defense 

benefits of a deviation outweigh the 

costs of additional airspace mitigations 

to manage the safe and efficient 

operation of the NAS and impacts on 

the access to public use airports by the 

flying public. The decision to deviate 

from FAA Order JO 7400.2 in this 

NPRM is not binding on future 

determinations by the FAA concerning 

whether to approve a deviation. Any 

future requests will be evaluated on 

their merits, based on the facts and 

circumstances available at that time and 

consistent with the FAA’s statutory 

responsibilities. 

What activities will take place within R– 

2206 A through G? 

The activity to be performed at Clear 

AFS within the proposed restricted 

areas is Ballistic Missile Defense of the 

United States. System testing is 

expected to begin in early 2021 and full 

operational capability, to include 

integration into the DoD BMDS, is 

expected to occur in 2022. During the 

system testing phase, the FAA has 

agreed to establish 14 CFR 99.7, special 

security instructions (SSI), implemented 

as a temporary flight restriction, as an 

interim airspace mitigation to protect 

aviation from the HIRF produced by the 

LRDR system. LRDR is a unique and 

vital component of the BMDS and will 

be available continuously both as an 

early-warning sensor and as an enabler 

for more effective employment of 

ground-based interceptors. The LRDR 

design features high system availability 

and maintain-while-operate 

architecture; this ensures that LRDR will 

be in a continual posture to fight in 

response to real-word, no-notice events. 

LRDR also supports additional mission 

areas including Space Situational 

Awareness and Intelligence Data 

Collection. 

As proposed, in routine or normal 

defensive posture, LRDR would operate 

at reduced HIRF levels within the 

proposed restricted areas that provide 

for the ‘‘1,500AGL/3NM’’ restricted area 

exclusion. This would be accomplished 

by enforcing main beam elevation limits 

in the direction of Clear Airport to 

provide a minimum of 1,500′ AGL 

under the portions of restricted areas 

within 3 NM of the airport. 

Prescheduled maintenance and 

calibration activities would also occur 

during Routine or Normal posture and 

would require activation of the 

additional proposed restricted areas 

during a few periods per week for a 

couple of hours at a time. As proposed, 

these activities would be scheduled 

when expected air traffic around Clear 

Airport is minimal, with scheduled 

times openly distributed by NOTAM 

and other outreach mechanisms. 

In heightened defensive posture, 

MDA may require use of all proposed 

R–2206 restricted areas to conduct 

missile defense or other activities in 

response to real-world events. During 

these periods of heightened defensive 

posture, LRDR would be activated with 

access to its full field of coverage, which 

would necessitate activation of all 

proposed R–2206 restricted areas; this 

provides LRDR access to the airspace for 

defensive actions within 3NM of Clear 

Airport at and above 400 feet AGL. 

Besides conducting actual BMDS 

engagements, LRDR activities that may 

require temporary activation of all 

proposed R–2206 restricted areas 

include BMDS tests, unique intelligence 

collection activities such as new foreign 

space launches, or critical space 

activities such as collision avoidance 

involving manned space-flight, satellite 

break-ups, and satellite deorbits. 

Required Coordination Between the 

FAA and MDA 

Procedures and preplanned actions 

would be established between the FAA 

and the MDA to address emergency or 

extraordinary events in a Letter of 

Procedure (LOP). The LOP would 

address pre-determined NOTAMs to 

handle the activation and scheduling of 

the three proposed non-continuous 

restricted areas (R–2206 D, E, F). The 

LOP would include procedures for 

handling national defense no-notice 

activation from NORAD– 

USNORTHCOM Command Center, as 

well as notification times for all other 

requests, to ensure a NOTAM and 

notifications to the surrounding areas 

and aviators can take place with 

reasonable advance notice prior to 

activation. Pre-determined actions will 

provide the framework for rapid 

adaptation of the SUA to handle 

extraordinary events. 

The following two scenarios are 

realistic examples of short-notice events 

and the coordinated response and action 

that would be taken by FAA and MDA: 

(1) Low-altitude restricted areas R– 

2206D, E, and F (0200–0400 Tuesday, 

Thursday, and Saturday) have been 

activated to support a scheduled 

calibration period; this restricts some of 

the airspace access into Clear Airport. 

An aircraft has an in-flight emergency 

(or is responding to a medivac), needs 

to land at Clear Airport and the pilot 

radios the request to air traffic control 

(ATC). In-flight emergencies have a predetermined response that allows ATC to 

contact LRDR and request that the low 

altitude restricted areas be deactivated 

so that the aircraft can approach Clear 

Airport without exposure to excessive 

HIRF. LRDR defensive posture and 

current activities allow compliance and 

the restricted areas are deactivated. FAA 

informs MDA when the aircraft no 

longer requires R–2206D, E, and F; and 

MDA reactivates the restricted areas as 

the SUA schedule allows. 

(2) LRDR is in Routine or Normal 

posture and low-altitude restricted areas 

R–2206D, E, and F are disabled or 

inactive. U.S. Space Command requests 

that MDA track a satellite due to an onorbit emergency. The satellite will pass 

through the LRDR field of view directly 

behind the Clear Airport, requiring 

activation of low-altitude restricted 

areas R–2206D, E, and F to enable lowelevation radar data collection. Based on 

procedures established via the LOP, 

MDA notifies ATC of the on-orbit 

satellite emergency and need to activate 

the lower restricted areas. FAA activates 

the restricted areas at the required time 

and MDA executes the 10 minute 


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7The FAA has uploaded a graphical depiction of 

the proposed restricted areas to the docket for this 

rulemaking. 

satellite track and data collection to 

completion. MDA then informs ATC 

that the operation is complete and FAA 

returns R–2206D, E, and F to an inactive 

state. As part of the planned response, 

the FAA would broadcast the status of 

R–2206D, E, and F to aircraft in the 

vicinity of PACL airport. 

Aviation Considerations 

The FAA conducted an aeronautical 

study to assess the impacts of the USAF 

proposal for new restricted areas over 

Clear AFS to support the MDA’s LRDR 

mission. The aeronautical study 

identified the following aviation 

impacts and associated changes in 

procedures, which would be necessary 

to allow for safe transit of aircraft 

around R–2206, as proposed to be 

amended. 

Impact on IFR (Instrument Flight 

Rules) and VFR (Visual Flight Rules) 

Terminal Ops 

The FAA has reviewed the USAF 

proposal for impact on arrival and 

departure flows, Standard Terminal 

Arrival Route (STAR), Standard 

Instrument Departure (SID), and 

departure procedures. The following 

procedures will need to be revised to 

avoid the proposed R–2206. 

MCKINLEY SID—Fairbanks International 

Airport 

PUYVO SID—Fairbanks International Airport 

TAGER STAR—Ted Stevens Anchorage 

International Airport 

KROTO STAR—Ted Stevens Anchorage 

International Airport 

Standard Instrument Approach 

Procedures and Obstacle Departure 

Procedures: Area Navigation (RNAV) 

and Global Positioning System (GPS). 

The following procedures will need to 

be revised to avoid the proposed R2206. 

RNAV (GPS) RWY 15—(Approach) Healy 

River Airport 

RNAV (GPS)–A—(Approach) Healy River 

Airport 

HEALY ONE (RNAV)—(Departure) Healy 

River Airport 

This proposal would leave Healy River 

Airport with no IFR arrival or departure 

procedures. 

Impact on IFR En-Route Ops 

The proposed R–2206 would impact 

IFR routes between Anchorage and 

Fairbanks, Alaska, including Jet Route 

J–125, Victor Airway V–436, and RNAV 

Route Q–41. The FAA has identified the 

need for mitigations altering the current 

airway/route structure to allow for 

establishing revised airways around the 

proposed expansion of R–2206. These 

changes are expected to result in 

minimal impact to the flying 

community. The current V–436 airway 

will need to ‘‘bend’’ around the 

proposed restricted area due to 

precipitous terrain and navigational aid 

confines. This revised airway would 

allow ground based navigation from 

Talkeetna, AK, to Fairbanks, AK. J–125 

currently navigates from Kodiak, AK, 

and terminates at Nenana, AK. The 

segment of the route from Anchorage, 

AK to Nenana, AK, is primarily used for 

traffic navigating from Anchorage, AK, 

to Deadhorse, AK. Because J–115, Q–43, 

and Q–41provide the same capability as 

J–125, with minimally increased flight 

distances, the FAA proposes to delete 

the segment between Anchorage, AK, 

and Nenana, AK, of J–125. Q–41 

currently navigates from the CAWIN fix, 

south of Nenana, AK, to Deadhorse, AK. 

Under this proposal, that route will 

remain as published, but would require 

radar due to the proximity to the 

proposed restricted areas. The FAA 

proposes to correct any known issues to 

minimize any impact on the flying 

public. 

The Proposal 

The FAA is proposing an amendment 

to title 14 Code of Federal Regulations 

(14 CFR) part 73 to rename the 

established restricted area R–2206 to R– 

2206A and establish six new restricted 

areas, to be designated R–2206B, R– 

2206C, R–2206D, R–2206E, R–2206F, 

and R–2206G, over Clear AFS at Clear, 

AK. The proposed new restricted areas 

would intersect the established R–2206 

area above ground level, but would not 

include the volume defined by current 

R–2206. The FAA is proposing this 

action at the request of the USAF. Full 

legal descriptions are in the ‘‘The 

Proposed Amendment’’ section of this 

NPRM. 

The proposed restricted areas are 

described below.7

R–2206A: R–2206 would be amended 

from R–2206 to R–2206A for ease of 

charting considering there will be six 

new restricted areas built upon the 

original R–2206. R–2206A’s eastern 

boundary is 1⁄2 mile west of PACL 

airport. The altitudes would be from 

surface to 8,800 feet MSL and would be 

active on a continuous basis. 

R–2206B: R–2206B would be 

established west of Clear AFS fanning 

clockwise from the southwest to the 

northwest excluding the portion within 

R–2206A. R–2206B’s eastern boundary 

is 3 miles west of PACL airport. The 

altitudes would be from 1,100 feet MSL 

to but not including 1,600 feet MSL and 

would be active on a continuous basis. 

R–2206C: R–2206C would be 

established west of Clear AFS fanning 

clockwise from the southwest to the 

northwest excluding the portion within 

R–2206A. R–2206C’s eastern boundary 

is 3 miles west of PACL airport. The 

altitudes would be from 1,100 feet MSL 

to 32,000 feet MSL and would be active 

on a continuous basis. 

R–2206D: R–2206D would be 

established northeast of Clear AFS 

fanning clockwise from the northwest to 

the northeast excluding the portion 

within R–2206A. R–2206D’s eastern 

boundary is 1⁄2 mile west of PACL 

airport. The altitudes would be from 

1,100 feet MSL to but not including 

1,600 feet MSL. Activation times would 

be from 0200–0400 local time, Tuesday, 

Thursday, and Saturday; other times by 

NOTAM. 

R–2206E: R–2206E would be 

established northeast of Clear AFS 

fanning clockwise from the northwest to 

the northeast excluding the portion 

within R–2206A. R–2206E’s eastern 

boundary is 1⁄2 mile west of PACL 

airport. The altitudes would be from 

1,600 feet MSL to but not including 

2,100 feet MSL. Activation times would 

be from 0200–0400 local time, Tuesday, 

Thursday and Saturday; other times by 

NOTAM. 

R–2206F: R–2206F would be 

established northeast of Clear AFS 

allowing for VFR aircraft to transition 

along Highway 3, Parks Highway. R– 

2206F’s southern boundary is 3 miles 

north of PACL airport. The altitudes 

would be from 2,100 feet MSL to 3,200 

feet MSL. Activation times would be 

from 0200–0400 local time, Tuesday, 

Thursday and Saturday; other times by 

NOTAM. 

R–2206G: R–2206G would be 

established northeast of Clear AFS 

fanning clockwise from the northwest to 

the northeast excluding the portion 

within R–2206A and R–2206F. R– 

2206G’s eastern boundary is 1⁄2 mile 

west of PACL airport. The altitudes 

would be from 2,100 feet MSL to 32,000 

feet MSL and would be active on a 

continuous basis. 

Regulatory Notices and Analyses 

The FAA has determined that this 

proposed 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 ‘‘significant’’ as 

defined in DOT’s Regulatory Policies 

and Procedures (44 FR 11034; February 

26, 1979); and (3) does not warrant 

preparation of a regulatory evaluation as 


khammond on DSKJM1Z7X2PROD with PROPOSALS
11198 Federal Register / Vol. 86, No. 35 / Wednesday, February 24, 2021 / Proposed Rules 

the anticipated impact is so minimal. 

Since this is a routine matter that will 

only affect air traffic procedures and air 

navigation, it is certified that this 

proposed rule, when promulgated, will 

not have a significant economic impact 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

Environmental Review 

This proposal will be subject to an 

environmental analysis in accordance 

with FAA Order 1050.1F, 

‘‘Environmental Impacts: Policies and 

Procedures,’’ prior to any FAA final 

regulatory action. 

List of Subjects in 14 CFR Part 73 

Airspace, Prohibited areas, Restricted 

areas. 

The Proposed Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

proposes to amend 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. Section 73.22 is amended as 

follows: 

* * * * * 

R–2206A Clear, AK [Amended] 

Boundaries. Beginning at lat. 64°19′44′′ N, 

long. 149°15′42′′ W; to lat. 64°19′44′′ N, long. 

149°10′18′′ W; thence south, 100 feet west of 

and parallel to the Alaska Railroad to lat. 

64°16′17′′ N, long. 149°10′14′′ W; to lat. 

64°16′17′′ N, long. 149°15′42′′ W; to the point 

of beginning. 

Designated Altitudes. Surface to 8,800 feet 

MSL. 

Time of designation. Continuous. 

Controlling agency. FAA, Anchorage 

ARTCC. 

Using agency. Commander 13th Missile 

Warning Squadron, Clear, AK. 

R–2206B Clear, AK [New] 

Boundaries. Beginning at lat. 64°20′13′′ N, 

long. 149°13′12′′ W; to lat. 64°17′20′′ N, long. 

149°11′25′′ W; to lat. 64°14′31′′ N, long. 

149°13′43′′ W; thence clockwise along a 3.0 

NM arc radius centered at lat. 64°17′20′′ N, 

long. 149°11′25′′ W; thence to the point of 

beginning; excluding that portion wholly 

contained in R–2206A. 

Altitudes. 1,000 feet MSL to but not 

including 1,600′ MSL. 

Time of designation. Continuous. 

Controlling agency. FAA, Anchorage 

ARTCC. 

Using agency. Commander 13th Missile 

Warning Squadron, Clear, AK. 

R–2206C Clear, AK [New] 

Boundaries. Beginning at lat. 64°19′27′′ N, 

long. 149°20′22′′ W; thence clockwise along 

a 4.0 NM arc radius centered at lat. 64°20′22′′ 

N, long. 149°11′25′′ W; to lat. 64°23′56′′ N, 

long. 149°15′30′′ W; to lat. 64°17′20′′ N, long. 

149°11′25′′ W; to lat. 64°14′10′′ N, long. 

149°14′01′′ W; thence along a 3.0 NM arc 

radius centered at lat. 64°16′55′′ N, long. 

149°16′41′′ W; to the point of beginning; 

excluding that portion wholly contained in 

R–2206A. 

Altitudes. 1,600 feet MSL to 32,000 feet 

MSL. 

Time of designation. Continuous. 

Controlling agency. FAA, Anchorage 

ARTCC. 

Using agency. Commander 13th Missile 

Warning Squadron, Clear, AK. 

R–2206D Clear, AK [New] 

Boundaries. Beginning at lat. 64°20′13′′ N, 

long. 149°13′12′′ W; thence clockwise along 

a 3.0 NM arc radius centered at lat. 64°17′20′′ 

N, long. 149°11′25′′ W; to lat. 64°18′47′′ N, 

long. 149°05′23′′ W; to lat. 64°17′20′′ N, long. 

149°11′25′′ W; thence to point of beginning; 

excluding that portion wholly contained in 

R–2206A. 

Altitudes. 1,000 feet MSL to but not 

including 1,600 feet MSL. 

Time of designation. 0200–0400 local time, 

Tuesday, Thursday and Saturday; other times 

by NOTAM. 

Controlling agency. FAA, Anchorage 

ARTCC. 

Using agency. Commander 13th Missile 

Warning Squadron, Clear, AK. 

R–2206E Clear, AK [New] 

Boundaries. Beginning at lat. 64°23′56′′ N, 

long. 149°15′30′′ W; thence clockwise along 

a 4.0 NM arc radius centered at lat. 64°20′22′′ 

N, long. 149°11′25′′ W; to lat. 64°19′29′′ N, 

long. 149°02′27′′ W; to lat. 64°17′20′′ N, long. 

149°11′25′′ W; thence to point of beginning; 

excluding that portion wholly contained in 

R–2206A. 

Altitudes. 1,600 feet MSL to but not 

including 2,100 feet MSL. 

Time of designation. 0200–0400 local time, 

Tuesday, Thursday and Saturday; other times 

by NOTAM. 

Controlling agency. FAA, Anchorage 

ARTCC. 

Using agency. Commander 13th Missile 

Warning Squadron, Clear, AK. 

R–2206F Clear, AK [New] 

Boundaries. Beginning at lat. 64°22′07′′ N, 

long. 149°03′09′′ W; thence clockwise along 

the 4.0 NM arc radius centered at lat. 

64°20′22′′ N, long. 149°11′25′′ W; to lat. 

64°19′29′′ N, long. 149°02′27′′ W; to lat. 

64°19′19′′ N, long. 149°03′07′′ W; to lat. 

64°19′36′′ N, long. 149°03′18′′ W; thence 

north, along a path 1⁄2 NM west of Highway 

3, Parks Highway.; to lat. 64°21′42′′ N, long. 

149°03′37′′ W; to the point of beginning. 

Altitudes. 2,100 feet MSL to 3,200 feet 

MSL. 

Time of designation. 0200–0400 local time, 

Tuesday, Thursday and Saturday; other times 

by NOTAM. 

Controlling agency. FAA, Anchorage 

ARTCC. 

Using agency. Commander 13th Missile 

Warning Squadron, Clear, AK. 

R–2206G Clear, AK [New] 

Boundaries. Beginning at lat. 64°23′56′′ N, 

long. 149°15′30′′ W; thence clockwise along 

a 4.0 NM arc radius centered at lat. 64°20′22′′ 

N, long. 149°11′25′′ W; to lat. 64°19′29′′ N, 

long. 149°02′27′′ W; to lat. 64°17′20′′ N, long. 

149°11′25′′ W; thence to point of beginning; 

excluding; (1) that portion wholly contained 

in R–2206A; (2) that portion wholly 

contained in R–2206F. 

Altitudes. 2,100 feet MSL to 32,000 feet 

MSL. 

Time of designation. Continuous. 

Controlling agency. FAA, Anchorage 

ARTCC. 

Using agency. Commander 13th Missile 

Warning Squadron, Clear, AK. 

* * * * * 

Issued in Washington, DC, on February 19, 

2021. 

Mark E. Gauch, 

Acting Manager, Rules and Regulations 

Group. 

[FR Doc. 2021–03849 Filed 2–22–21; 11:15 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 165 

[Docket Number USCG–2021–0014] 

RIN 1625–AA00 

Safety Zones; Coast Guard Sector 

Ohio Valley Annual and Recurring 

Safety Zones 

AGENCY: Coast Guard, DHS. 

ACTION: Notice of proposed rulemaking. 

SUMMARY: The Coast Guard proposes to 

amend and update its list of recurring 

safety zone regulations that take place in 

the Coast Guard Sector Ohio Valley area 

of responsibility (AOR). Through this 

rule the current list of recurring safety 

zones is proposed to be updated with 

revisions, additional events, and 

removal of events that no longer take 

place. This proposed rule would reduce 

administrative costs involved in 

producing separate proposed rules for 

each individual recurring safety zone 

and serve to provide notice of the 

known recurring safety zones 

throughout the year. We invite your 

comments on this proposed rulemaking. 

DATES: Comments and related material 

must be received by the Coast Guard on 

or before March 26, 2021. 

ADDRESSES: You may submit comments 

identified by docket number USCG– 

2021–0014 using the Federal 


khammond on DSKJM1Z7X2PROD with PROPOSALS