Federal Register / Vol. 71, No. 197 / Thursday, October 12, 2006 / Notices 60225 

(f) Every reasonable effort will be 

made to hear each person’s feedback 

consistent with a reasonable closing 

time for the meeting. Written feedback 

is also solicited and may be submitted 

to FAA personnel for the period October 

18–November 17, 2006. 

Agenda 

(a) Opening Remarks. 

(b) Review of AWTT weather 

products and research efforts. 

(c) Overview of the Safety Risk 

Assessment process. 

(d) Review of implementation of the 

Graphical Turbulence Guidance (GTG) 

product and solicitation of user 

feedback. 

(e) Closing Comments. 

* * * * * 

Issued in Washington, DC on October 4, 

2006. 

Richard J. Heuwinkel, 

Manager, NAS Weather Policy and 

Requirements. 

[FR Doc. 06–8614 Filed 10–11–06; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Notice of Public Hearing and 

Availability of a Draft Environmental 

Assessment (DEA) for the Proposed 

Runway 22R/4L Offset ILS at Detroit 

Metropolitan Wayne County Airport 

(DTW) Located in Romulus, Detroit 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice to Hold a Public Hearing 

and of Availability of a Draft 

Environmental Assessment for the 

Proposed Runway 22R/4L Offset ILS at 

Detroit Metropolitan Wayne County 

Airport. 

SUMMARY: The Federal Aviation 

Administration (FAA) has prepared and 

is making available the Draft 

Environmental Assessment (DEA) for 

the following proposed actions at the 

Detroit Metropolitan Wayne County 

Airport: the development and use of the 

offset ILS approach procedures for 

Runways 22R and 4L, the installation of 

two (2) offset localizers, the 

construction of localizer buildings and 

associated equipment, the construction 

of an access road, the installation of 

multilateration equipment including 32 

precision runway monitors (Precision 

Runway Monitors), the installation of 

Airport Surveillance Detection 

Equipment (ASDE), the installation of 

the four Aerobahn multilateration 

subsystem components on airport 

property, the reissuance of aeronautical 

charts with the 22R/4L offset ILS 

approach information, the issuance of 

National Airspace System (NAS) Change 

Proposal (NCP) waivers associated with 

design and installation of the preceding, 

the development, issuance, and 

implementation of Air Traffic 

procedures, flight check and testing of 

proposed equipment, and funding for 

development and implementation of the 

proposed action. 

The Draft EA is being prepared in 

accordance with the National 

Environmental Policy Act (NEPA) of 

1969, as amended, FAA Orders 1050.1E, 

‘‘Environmental Impacts: Policies and 

Procedures’’ and FAA Order 505.4B, 

‘‘NEPA Implementing Instructions for 

Airport Actions’’. The proposed 

development action is consistent with 

the National Airspace System Plan 

prepared by the U.S. Department of 

Transportation, Federal Aviation 

Administration (FAA). 

A Draft Environmental Assessment 

will be available for public review 30 

days prior to the Public Hearing during 

normal business hours at the following 

locations: 

(1) Romulus Public Library, 11121 

Wayne Rd., Romulus, MI 48174, (734) 

942–7589. 

(2) Wayne City Public Library, 3737 S. 

Wayne Rd., Wayne, MI 48184, (734) 

721–7832. 

(3) Taylor Community Library, 12303 

Pardee Rd., Taylor, MI 48180, (734) 

287–4840. 

(4) Inkster Public Library, 2005 

Inkster Rd., Inkster, MI 48141, (313) 

563–2822. 

(5) Wayne County Library, 30555 

Michigan Ave., Westland, MI 48186, 

(734) 727–7310. 

DATES, TIMES AND PLACE: Oral or written 

comments may also be given at a Public 

Hearing that will be held on Thursday, 

November 16, 2006, from 3 p.m. to 7 

p.m. at the Detroit Metropolitan Hotel, 

31500 Wick Road, Romulus, Michigan 

48174. Telephone number: 734–467–

8000. 

ADDRESSES: Written comments are 

encouraged from persons or interested 

parties unable to attend the public 

hearing or who do not wish to make 

public statements. Written comments 

concerning the Draft EA will be 

accepted until 5 p.m. CST, Wednesday, 

November 22, 2006. Written comments 

may be sent to: Ms. Virginia Marcks, 

Environmental Engineer, ANI–430, 

Federal Aviation Administration, 2300 

East Devon Avenue, Des Plaines, IL 

60018. 

FOR FURTHER INFORMATION CONTACT: Ms. 

Virginia Marcks, Environmental 

Engineer, ANI–430, Federal Aviation 

Administration, 2300 East Devon 

Avenue, Des Plaines, Illinois 60018. 

Telephone number; 847–294–7494. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA proposes to provide for an 

offset to the DTW Runway 22R/4L 

Instrument Landing System (ILS) 

approach that would be used to reduce 

traffic delays at DTW by eliminating the 

need to stagger aircraft during inclement 

weather conditions thereby improving 

the Airport Acceptance Rate (AAR) 

during Instrument Meteorological 

Conditions (IMC). During Visual 

Meteorological Conditions (VMC) and 

times when triple simultaneous 

independent approaches during IMC are 

not necessary the airport would 

continue to operate as it does today with 

straight in approaches. 

The lateral distance from Runway 

22R/4L to its nearest parallel runway, 

Runway 22L/4R, at DTW is not 

sufficient to safely conduct triple 

dependent/independent ILS approaches 

other than in visual flight conditions. 

During IMC, air traffic separation 

standards require greater distance 

between aircraft, this reduces the 

number of arrivals an airports is capable 

of accepting each hour. 

When weather conditions do not 

permit simultaneous visual approaches, 

increased air traffic delays could occur 

at DTW which could result in delays at 

other airports and significant costs to 

the airline industry. 

Precision runway monitoring is a 

function that supports Air Traffic in 

monitoring simultaneous closely spaced 

approaches to parallel runways 

separated by less than 4,300 feet. When 

used with the appropriate air traffic 

procedures precision runway 

monitoring enables operations in which 

aircraft are allowed to fly shorter 

separation distances than otherwise 

permitted during IMC. This reduction in 

separation during IMC would reduce 

delays at DTW by allowing Air Traffic 

to conduct triple independent 

simultaneous straight-in ILS approaches 

to Runways 22L/22R/21L using 

precision runway monitoring capability, 

and offset localizer approaches to 

Runway 22R/4L. This entails 

compliance with a combination of rules 

of FAA Order 7110.6P, Air Traffic 

Control. 

The DEA includes an assessment of 

the potential environmental impacts 

associated with the proposed ILS offset 

at DTW and reasonable alternatives 

pursuant to the National Environmental 

Policy Act. The analysis in the DEA 

disclosed that there would be a total of 


rwilkins on PROD1PC63 with NOTICES
60226 Federal Register / Vol. 71, No. 197 / Thursday, October 12, 2006 / Notices 

1Runway incursion is currently defined in the 

United States as ‘‘any occurrence in the airport 

runway environment involving an aircraft, vehicle, 

person, or object on the ground that creates a 

collision hazard or results in a loss of required 

separation with an aircraft taking off, intending to 

take off, landing or intending to land.’’ Runway 

incursions are identified and tracked at towered 

airports (airports with an operating FAA or contract 

tower). 

2Surface incident (for the purpose of the RIIEP) 

is defined as an incident where an aircraft operated 

by a pilot or maintenance technician taxiing enters 

a runway safety area without a clearance but 

another aircraft was not present. 

5.14 acres of wetland impacts with the 

implementation of the Proposed Action. 

However, it would be possible to 

mitigate these impacts with the 

replacement of wetland functions 

through the creation or restoration of 

wetlands. 

Meeting Procedures 

(a) Persons wishing to speak at the 

meeting are asked to limit their 

comments to five minutes. This cold be 

extended depending on the number of 

persons wishing to speak. 

(b) Persons wishing to make oral 

presentations will be required to 

identify themselves for the record. 

(c) A court reporter will be present to 

document and record the proceedings of 

the meeting and a transcript of the 

proceedings will be made. Any person 

who wishes to submit documentation or 

other written comments for the record 

may do so. 

(d) This meeting is designed for 

listening carefully to public statements. 

As such, there will be no rebuttal from 

persons facilitating the meeting. 

Issued in Des Plaines, Illinois October 2, 

2006. 

Art V. Schultz, 

Acting Manger, Chicago NAS Implementation 

Center, ANI–401, Central Service Area. 

[FR Doc. 06–8615 Filed 10–11–06; 8:45 am] 

BILLING CODE 4910–13–M 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Runway Incursion Information 

Evaluation Program 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of program continuation. 

SUMMARY: This document announces the 

continuation for a 24-month period and 

expansion of the Runway Incursion 

Information Evaluation Program (RIIEP). 

The purpose of the RIIEP is to gather 

critical safety data not otherwise 

available concerning the root causes of 

surface incidents, including runway 

incursions. The primary means of 

gathering the data is through in-depth 

interviews of pilots and maintenance 

technicians involved in these incidents. 

This document affirms the FAA’s policy 

concerning enforcement-related 

incentives for pilots and maintenance 

technicians to encourage them to 

participate in the program. It also 

reiterates the FAA’s policy concerning 

the use for enforcement purposes of 

information provided by pilots and 

maintenance technicians under the 

program. 

DATES: The program is in effect from 

July 21, 2006, through July 20, 2008. 

FOR FURTHER INFORMATION CONTACT: 

Chris Monteleon, Representative of the 

Associate Administrator for Aviation 

Safety (AVS) and the Director, Flight 

Standards Service (AFS) to the FAA 

Office of Runway Safety, Federal 

Aviation Administration, 470 L’Enfant 

Plaza, Suite 7100, Washington, DC 

20024; Telephone (202) 385–4719; email Chris.Monteleon@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

One of the FAA’s top safety priorities 

is to prevent runway incursions.1 To 

help achieve this goal, the FAA has 

implemented system-safety initiatives to 

reduce runway incursions by gathering 

and evaluating data concerning root 

causes of runway incursions and 

through enhanced education and 

training of pilots and maintenance 

technicians.2

The Flight Standards Service (AFS) 

ordinarily becomes aware of reported 

surface incidents, including runway 

incursions, through notification by the 

Air Traffic Organization (ATO). 

However, the FAA often has insufficient 

data to fully analyze the risk factors and 

root causes leading to an incident. 

Accordingly, in March 2000, the FAA 

implemented the Runway Incursion 

Information Evaluation Program (RIIEP) 

for a period of one year, which was 

renewed in July 2004, through July 

2006. Through the RIIEP, the FAA 

sought data concerning runway 

incursions by interviewing pilots 

involved in such events. Under the 

RIIEP, pilots involved in runway 

incursions who cooperated with FAA 

Aviation Safety Inspectors (ASI) by 

providing information concerning the 

incident were generally not subject to 

legal enforcement. We expected the 

pilot to share valuable safety 

information that would help us identify 

the cause of the runway incursion. We 

wanted this information to aid in 

determining root causes of runway 

incursions and to develop effective 

mitigation action. 

The program, since its inception, has 

been successful in gathering root-cause 

data leading to the development of riskreduction strategies. The FAA has 

learned, however, that the program 

needs enhancements to assure the RIIEP 

will reach its voluntary safety-program 

potential. 

Therefore, ninety days before the end 

of the current period, the FAA evaluated 

the RIIEP. In particular, the FAA 

identified a need for improved methods 

of gathering and analyzing data 

collected under the RIIEP, and for 

implementing improved risk-reduction 

strategies. The FAA considered factors, 

including the following, in determining 

whether the RIIEP should continue to 

build on its success, as well as provide 

enhanced, critical system-safety, riskreduction measures in the future: The 

FAA and the NTSB consider the risk of 

runway incursion, in commercial 

aviation and general aviation, and at 

towered and non-towered airports, an 

ever-present, high-visibility risk. 

• The current implementation of ISO 

9001 throughout AVS would provide 

controls for successful RIIEP processes. 

• The future value to runway safety 

found in the current effort of voluntary, 

aviation safety information databasesharing through the collaboration of 

FAA, industry, and academia: An 

important example is a current aviation 

rulemaking committee review of the 

possible benefit of integrating certain 

program aspects of the RIIEP Database 

Management and Reporting System 

(DMRS) with the Distributed National 

Aviation Safety Action Program (ASAP) 

Archives (DNAA), perhaps together 

with the Distributed National Flight 

Operations Quality Assurance (FOQA) 

Archives (DNFA) and the Aviation 

Safety Reporting System (ASFS) 

databases. 

• The continued interface with the 

Surveillance and Evaluation Program 

(SEP) and the Air Transportation 

Oversight System (ATOS) risk 

identification and mitigation processes. 

• The opportunity for RIIEP to 

develop into the international leader for 

runway-incursion risk reduction. 

• The program-management 

continuity necessary to increase the 

current volume and quality of reported 

data. 

• The value of providing the 

opportunity to increase the size of the 

RIIEP database and enhance the 

methodology of its database analysis. 

• The development and 

implementation of more effective means 

of reaching operators, agencies, and 

training centers, and their pilots, 

maintenance technicians, instructors, 

and designees. 


rwilkins on PROD1PC63 with NOTICES