Federal Register / Vol. 79, No. 160 / Tuesday, August 19, 2014 / Notices 49141 

1The Next Generation Air Transportation System, 

referred to as NextGen, is a term used to describe 

the ongoing transformation of the National Airspace 

System (NAS). At its most basic level, NextGen 

represents an evolution from a ground-based system 

of air traffic control to a satellite-based system of 

air traffic management. 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

[Docket No. FAA–2014–0510] 

Implementation of Legislative 

Categorical Exclusion for 

Environmental Review of Performance 

Based Navigation Procedures 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice and request for public 

comment. 

SUMMARY: The Federal Aviation 

Administration (FAA) is considering 

how to implement Section 213(c)(2) of 

the FAA Modernization and Reform Act 

of 2012 which directs the FAA to issue 

and file a categorical exclusion for any 

navigation performance or other 

performance based navigation (PBN) 

procedure that would result in 

measureable reductions in fuel 

consumption, carbon dioxide emissions, 

and noise on a per flight basis as 

compared to aircraft operations that 

follow existing instrument flight rule 

procedures in the same airspace. In 

September 2012, the FAA tasked the 

NextGen Advisory Committee (NAC) for 

assistance, especially on how 

measurable reductions in noise on a per 

flight basis might be measured and 

assessed. The NAC developed a Net 

Noise Reduction Method which it 

recommended to the FAA. This notice 

provides the public an opportunity to 

comment on the Net Noise Reduction 

Method and possible variations of it to 

further inform the FAA’s consideration 

of interpretive guidance to implement 

Section 213(c)(2). 

DATES: Send comments on or before 

September 18, 2014. 

ADDRESSES: Send comments identified 

by ‘‘Docket Number FAA–2014–0510’’ 

using any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30; U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov, including 

any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot.gov. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Lynne S. Pickard, Senior Advisor for 

Environmental Policy, Office of 

Environment and Energy (AEE–6), 

Federal Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone (202) 

267–3577; email lynne.pickard@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The National Environmental Policy 

Act (NEPA) establishes a broad national 

policy to protect the quality of the 

human environment and to ensure that 

environmental considerations are given 

careful attention and appropriate weight 

in decisions of the Federal Government. 

Regulations promulgated by the Council 

on Environmental Quality (CEQ) (40 

CFR parts 1500–1508) to implement 

NEPA establish three levels of 

environmental review for federal 

actions. An environmental impact 

statement (EIS) is the detailed written 

statement as required by section 

102(2)(C) of NEPA, and is prepared for 

those actions when one or more 

environmental impacts are potentially 

significant and mitigation measures 

cannot reduce the impact(s) below 

significant levels. 40 CFR 1508.11. An 

environmental assessment (EA) is a 

more concise document that provides a 

basis for determining whether to 

prepare an environmental impact 

statement or a finding of no significant 

impact. 40 CFR 1508.9. A categorical 

exclusion (CATEX) is used for actions 

which do not individually or 

cumulatively have a significant effect on 

the human environment. 40 CFR 1508.4. 

A CATEX is not an exemption or waiver 

of NEPA review; it is a level of NEPA 

review. 

CEQ regulations require agency 

procedures to identify classes of actions 

which normally require an EIS or an EA, 

as well as those actions which normally 

do not require either an EIS or an EA 

(i.e., a CATEX). 40 CFR 1507.3(b). In 

addition to identifying actions that 

normally are CATEXed, an agency’s 

procedures must also provide for 

extraordinary circumstances in which a 

normally excluded action may have a 

significant environmental effect which 

would preclude the use of a CATEX. 40 

CFR 1508.4. 

The FAA has adopted policy and 

procedures for compliance with NEPA 

and CEQ’s implementing regulations in 

Order 1050.1E, Environmental Impacts: 

Policies and Procedures, dated June 8, 

2004 (as updated by Change 1, dated 

March 20, 2006). Order 1050.1E lists 

FAA actions subject to a CATEX in 

accordance with CEQ regulations, 

including CATEXes for FAA actions 

involving establishment, modification, 

or application of airspace and air traffic 

procedures. In addition, in the FAA 

Modernization and Reform Act of 2012 

(Pub. L. 112–95), Congress created two 

legislative CATEXes for certain air 

traffic procedures being implemented as 

part of the Next Generation Air 

Transportation System (NextGen).1

Section 213(c) of this Act provides: 

(c) COORDINATED AND EXPEDITED 

REVIEW. 

(1) In General—Navigation performance 

and area navigation procedures developed, 

certified, published, or implemented under 

this section shall be presumed to be covered 

by a categorical exclusion (as defined in 

section 1508.4 of title 40, Code of Federal 

Regulations) under chapter 3 of FAA Order 

1050.1E unless the Administrator determines 

that extraordinary circumstances exist with 

respect to the procedure. 

(2) NextGen Procedures.—Any navigation 

performance or other performance based 

navigation procedure developed, certified, 

published, or implemented that, in the 

determination of the Administrator, would 

result in measurable reductions in fuel 

consumption, carbon dioxide emissions, and 

noise, on a per flight basis, as compared to 

aircraft operations that follow existing 

instrument flight rules procedures in the 

same airspace, shall be presumed to have no 

significant affect [sic] on the quality of the 

human environment and the Administrator 

shall issue and file a categorical exclusion for 

the new procedure. 


tkelley on DSK3SPTVN1PROD with NOTICES
49142 Federal Register / Vol. 79, No. 160 / Tuesday, August 19, 2014 / Notices 

2http://www.rtca.org/Files/Miscellaneous

%20Files/CatEx2%20Report%20NAC%20June

%202013final.pdf. 

3 DNL, the Day-Night Average Sound Level, is the 

FAA’s primary metric for assessing aircraft noise. 

DNL accounts for the noise levels of individual 

aircraft events, the number of times those events 

occur, and the period of day/night in which they 

occur. 

These two new legislative CATEXes 

have been included in the FAA’s 

proposed Order 1050.1F, Environmental 

Impact: Policies and Procedures, 78 FR 

49596 (Aug. 14, 2013). The FAA issued 

implementing guidance on the CATEX 

described in Section 213(c)(1) on 

December 6, 2012. Technical and legal 

issues have hindered implementing 

guidance on the CATEX in Section 

213(c)(2) because none of the FAA’s 

current noise methodologies or 

methodologies that the FAA has 

explored measure noise on a per flight 

basis. 

The CATEX in Section 213(c)(2) has 

some unique characteristics. It presumes 

no significant effect on the quality of the 

human environment based on a review 

of three factors—fuel consumption, 

carbon dioxide emissions, and noise. To 

apply this CATEX, the FAA is directed 

to determine that all three factors would 

be measurably reduced when compared 

to what is generated by existing 

instrument flight rules procedures, 

instead of determining that there would 

be no potential for significant impacts. 

It bases the determination of measurable 

reductions on a per flight basis. It does 

not provide for extraordinary 

circumstances to override the CATEX. 

Section 213(c)(2) states that this 

CATEX applies to ‘‘any navigation 

performance or other performance based 

navigation procedure. . . .’’ The FAA 

interprets this to mean NextGen 

performance based navigation (PBN) 

procedures based on the terminology 

and because the provision is entitled 

‘‘NextGen Procedures’’ and is within a 

more comprehensive Section 213 that is 

entitled ‘‘Acceleration of NextGen 

Technologies’’. PBN procedures are 

flight procedures that rely on satellitebased navigation, i.e. Area Navigation 

(RNAV) and Required Navigation 

Performance (RNP). Accordingly, the 

FAA finds that the use of this CATEX 

is limited to PBN procedures. The 

CATEX cannot be used for conventional 

procedures (flight procedures that rely 

on ground-based navigational aids) or 

for projects involving a mix of 

conventional and PBN procedures, 

which is commonly the case for sizeable 

projects such as an Optimization of the 

Airspace and Procedures in the 

Metroplex (Metroplex). In addition, for 

projects involving only PBN procedures, 

95 percent or more already meet the 

conditions of existing FAA CATEXes. 

Under these circumstances, the Section 

213(c)(2) CATEX would be expected to 

be used infrequently. It could expedite 

review of a PBN-only project that would 

otherwise be subject to an EA or 

possibly an EIS due to a high level of 

environmental controversy or potential 

environmental impacts that would 

preclude the use of another existing 

CATEX. 

The statutory language of Section 

213(c)(2) states that the CATEX cannot 

be implemented unless the FAA can 

determine that there are measurable 

reductions of fuel consumption, carbon 

dioxide emissions, and noise on a per 

flight basis. While measurable 

reductions in fuel consumption and 

carbon dioxide emissions can be 

determined on a per flight basis using 

current methodologies, aircraft noise 

poses unique challenges for such a 

determination. Noise depends not only 

on the varying noise levels of an aircraft 

as it flies, but also on the position of the 

aircraft in relation to noise sensitive 

receivers on the ground. Noise tends to 

increase at some locations and decrease 

at other locations as PBN procedures 

shift and concentrate flight tracks. Total 

noise in an area of airspace cannot be 

calculated by adding up the noise levels 

at various locations on the ground, and 

noise levels cannot be divided by the 

number of aircraft to produce noise per 

flight. The FAA could not find a 

technically sound way to make the 

noise determination required by the 

statute based on an analysis of noise 

methodologies. 

In September 2012, the FAA tasked 

the NextGen Advisory Committee (NAC) 

for assistance in further exploring how 

to make use of this legislative CATEX. 

The NAC, established September 23, 

2010, is a 28-member Federal advisory 

committee formed to provide advice on 

policy-level issues facing the aviation 

community in developing and 

implementing NextGen. In response to 

FAA’s request, the NAC created a Task 

Group of diverse stakeholders 

representing airlines, airports, 

manufacturers, aviation associations, 

consultants, and community interests. 

The Task Group agreed with the FAA’s 

technical analysis of current 

methodologies and went on to develop 

a Net Noise Reduction Method. The Net 

Noise Reduction Method received 

unanimous support from Task Group 

members and was recommended to FAA 

by the NAC on June 4, 2013.2

Following extensive evaluation of the 

NAC’s recommended Net Noise 

Reduction Method, the FAA has 

decided to solicit public comment to 

further inform the FAA’s consideration 

of interpretive guidance to implement 

Section 213(c)(2) using the Net Noise 

Reduction Method and possible 

variations on it. There are reasons for 

seeking public review in addition to the 

NAC’s public forum. One reason is that 

this CATEX has some unique statutory 

requirements that have presented 

challenges to the FAA in determining 

how to implement the CATEX. In 

addition, the Net Noise Reduction 

Method would introduce a new method 

for assessing noise for certain proposed 

PBN procedures under NEPA that is 

different in a number of respects from 

current noise analysis methodologies. 

The NAC has also suggested an 

additional test, at the FAA’s discretion, 

involving a determination of significant 

noise impact which is further explained 

below; and the FAA would like input 

from the public on the use of such a test. 

Finally, there appears to be substantial 

public interest and concern regarding 

this CATEX, as reflected in numerous 

comments submitted on the inclusion of 

this CATEX in the FAA’s proposed 

Order 1050.1F. 

Description of Net Noise Reduction 

Method 

The Net Noise Reduction Method 

provides for the computation of the 

number of people who would 

experience a reduction in noise and the 

number of people who would 

experience an increase in noise with a 

proposed PBN procedure as compared 

with the existing instrument procedure, 

at noise levels of DNL 45 dB and 

higher.3 If the overall number of people 

is reduced, the NAC Task Group viewed 

this result as reasonably demonstrating 

noise reduction as intended by the 

Section 213(c)(2) legislative CATEX; 

therefore, the noise reduction 

determination required for the CATEX 

could be made. The example in Table 1 

below illustrates the result (i.e., a 

decrease in noise for 1,431,221 people 

compared to an increase for 1,018,055 

people) that could support the CATEX 

noise determination using the Net Noise 

Reduction Method. 


tkelley on DSK3SPTVN1PROD with NOTICES
Federal Register / Vol. 79, No. 160 / Tuesday, August 19, 2014 / Notices 49143 

4The example in Table 1 is used by the NAC 

based on noise and population data from an EA for 

procedural changes at Chicago Midway 

International Airport; however, in its June 2013 

published report, the NAC mixed this example with 

another example in reporting the number of people 

in the DNL 60–65 noise exposure band, which also 

resulted in inaccuracies in the total number of 

people. The FAA used NAC source data for the 

example in this notice. The Midway EA may be 

viewed at http://www.flychicago.com/midway/en/

AboutUs/NoiseManagement/AirportNoise/AirportNoise.aspx#FinalAssess. The NAC also used an 

example based on the Greener Skies EA for Seattle 

Tacoma International Airport, which is not repeated 

in this notice. 

5The FAA’s threshold for a significant noise 

impact under NEPA is an increase of DNL 1.5 dB 

or more for a noise sensitive area that is exposed 

to noise at or above the DNL 65 dB noise exposure 

level, or that will be exposed at or above this level 

due to a 1.5 dB or greater increase, when compared 

to the no action alternative for the same timeframe. 

TABLE 1—NUMBER OF PEOPLE EXPOSED TO DNL LEVEL PBN PROCEDURES VS EXISTING PROCEDURES 4

DNL noise 

exposure band 

Number of 

people decreases 

Number of 

people increases 

Number of 

people unchanged 

45–60 ................................................................................................................... 1,405,952 961,579 445,074 

60–65 ................................................................................................................... 15,531 45,401 6,792 

Above 65 .............................................................................................................. 9,738 11,075 3,964 

Total People ................................................................................................. 1,431,221 1,018,055 455,830 

The NAC Task Group additionally 

observed that if there would be a net 

increase in people exposed to noise 

within the DNL 65 dB noise exposure 

band and the amount of the noise 

increase would be described as 

significant under FAA’s NEPA criteria,5

community opposition could delay 

implementation and negate 

Congressional intent of expedited PBN 

procedures. Accordingly, the NAC Task 

Group indicated that in such a case, the 

FAA might apply its significant noise 

impact threshold as a second test in 

addition to the determination of net 

reduction in the number of people 

exposed to noise. If the noise increase 

would not exceed DNL 1.5 dB in the 

DNL 65 dB band and there would be an 

overall net reduction in the number of 

people exposed to noise across all noise 

exposure bands, the NAC Task Group 

concluded that this would appear to 

further confirm that application of the 

CATEX is reasonable. If the increase in 

noise in the DNL 65 dB band was DNL 

1.5 or greater, the FAA could decide not 

to use the CATEX. 

FAA Considerations Involving the Use 

of the Proposed Net Noise Reduction 

Method 

The FAA’s first consideration is the 

extent to which the Net Noise Reduction 

Method meets the statutory requirement 

for the FAA to determine that proposed 

PBN procedures would result in 

measurable reductions in noise on a per 

flight basis compared to aircraft 

operations following existing 

instrument flight rules procedures. As 

with current noise analysis 

methodologies, the Net Noise Reduction 

Method does not produce a quantity of 

noise on a per flights basis. However, 

the NAC Task Group has pointed out 

that the Conference Report describing 

the final legislative language for the 

Section 213(c)(2) CATEX expresses the 

Congressional intent to determine 

measurable reductions on an average 

per flight basis. The Task Group 

confirmed with Congressional staff that 

this language allows for averaging noise 

impact on a representative basis for 

flights using a particular procedure. The 

FAA is considering the extent to which 

the Net Noise Reduction Method should 

be relied on to determine measurable 

reductions in noise on a per flight basis 

under the statute and in light of the 

accompanying Conference Report, and 

invites public views on this aspect of 

the methodology. 

Another consideration is the extent to 

which the Net Noise Reduction 

Method’s reliance on a net reduction in 

the number of people exposed to noise 

constitutes a net reduction in noise, 

since the two reductions are not the 

same. An increase in the number of 

people exposed to noise does not 

convey the amount of the noise 

increase, i.e. whether it is a small or a 

large increase in noise. Similarly, a 

decrease in the number of people does 

not convey the amount of the noise 

decrease. If people receiving a noise 

decrease outnumber the people 

receiving an increase, but the amount of 

the noise decrease is small compared to 

the noise increase, is it appropriate for 

the FAA to determine that there is a 

measurable reduction in noise? 

The FAA has explored this issue by 

using the same source data used by the 

NAC in its example (see Table 1), but 

calculating differences in terms of noise, 

i.e., the average change in the DNL at 

thousands of locations within the area 

of airspace. The FAA did this 

calculation in two ways—(1) a 

straightforward average of all locations, 

and (2) a population weighted average. 

The population-weighted average was 

used because where people reside in 

relation to locations on the ground that 

receive more or less noise is relevant to 

assessing noise impact. The FAA’s 

results, expressed in changes in noise 

using DNL, are shown below in Table 2. 

In both cases, the total average change 

in noise is a decrease. Therefore, if the 

FAA used a Net Noise Reduction 

Method, but relied on noise changes 

rather than population changes, the 

results in this example could support 

the use of the legislative CATEX. The 

FAA is giving further consideration to 

which approach (i.e., population 

change, noise change, population 

weighted noise change) best fulfills the 

letter and intent of the statute. The FAA 

is also considering whether one 

approach offers greater public 

understanding, and invites comments 

on these different approaches to a net 

noise reduction methodology. 

TABLE 2—AVERAGE CHANGES IN DNL LEVEL PBN PROCEDURES VS EXISTING PROCEDURES

DNL noise exposure band Straight average change in DNL 

Population 

weighted average 

change in DNL 

45–60 ....................................................................................... ¥0.3 DNL ................................................................................ ¥0.2 DNL 

60–65 ....................................................................................... 0 ............................................................................................... 0 

Above 65 .................................................................................. 0 ............................................................................................... +0.1 


tkelley on DSK3SPTVN1PROD with NOTICES
49144 Federal Register / Vol. 79, No. 160 / Tuesday, August 19, 2014 / Notices 

TABLE 2—AVERAGE CHANGES IN DNL LEVEL PBN PROCEDURES VS EXISTING PROCEDURES—Continued 

DNL noise exposure band Straight average change in DNL 

Population 

weighted average 

change in DNL 

Total Change .................................................................... ¥0.3 DNL ................................................................................ ¥0.2 DNL 

In the examples in both Tables 1 and 

2, the greatest reductions in either noise 

or the population exposed to noise are 

at the DNL 45–60 dB level, which is the 

lowest noise level that the FAA 

normally evaluates for differences in 

noise that may result from certain 

proposed changes in procedures. In 

Table 1, there are increases in the 

number of people in higher noise 

exposure bands of DNL 60–65 dB and 

above DNL 65 dB. In Table 2, the 

average DNL decrease occurs in the 

lowest noise exposure band, while the 

average DNL change in the higher noise 

exposure bands is either zero or a slight 

increase using the population weighted 

average approach. 

The use of the total of all three DNL 

noise exposure bands to determine a net 

noise reduction gives equal weight to 

lower and higher levels of noise, while 

the FAA’s practice is to give greater 

weight to higher noise levels which 

people find more annoying, especially 

noise levels above DNL 65 dB. 

Accordingly, the FAA is considering the 

extent to which a mix of noise increases 

and decreases in different noise 

exposure bands supports a 

determination of noise reduction, 

especially when reductions at lower 

DNL noise levels would outweigh 

increases at higher noise levels. A 

potential alternative approach could be 

to require reductions in all three DNL 

noise exposure bands to support a noise 

reduction determination for use of the 

CATEX. This alternative approach 

would be expected to reduce the use of 

the CATEX, and it appears less 

consistent with the statutory provision 

to compare procedures ‘‘in the same 

airspace.’’ The FAA invites comments 

on this aspect of the Net Noise 

Reduction Method. 

Finally, if the FAA decides to use the 

Net Noise Reduction Method or a 

variation of it, the FAA must also decide 

if and how to employ its significant 

noise impact threshold. The decision 

that is the most consistent with the 

statutory language would be not to 

employ the threshold at all. The 

statutory text is prescriptive in that a 

PBN procedure that meets the test for 

measurable reductions ‘‘shall be 

presumed to have no significant affect 

[sic] on the quality of the human 

environment and the Administrator 

shall issue and file a categorical 

exclusion for the new procedure.’’ 

Unlike CATEXes that are 

administratively established under CEQ 

regulations, this legislative CATEX is 

not subject to extraordinary 

circumstances; therefore, a CATEX 

determination is not precluded by 

potential environmental impacts that 

are beyond the specific parameters in 

the statutory text (i.e, measureable 

reductions in fuel consumption, carbon 

dioxide emissions, and noise on a per 

flight basis). As the FAA considers the 

viability of employing the significant 

noise impact threshold in conjunction 

with this CATEX, the FAA is soliciting 

public views on whether a threshold 

test may and should be used. Further, if 

a significant noise impact threshold test 

is used, should it be used only when 

there is a net increase in people exposed 

at DNL 65 dB and above, as the NAC 

Task Group has suggested, or should it 

be more broadly used to check for 

significant noise impact when there is 

any increase in the number of people 

exposed to noise at DNL 65 dB and 

above—even if there is a net population 

benefit at that level? 

Solicitation of Public Comment 

The FAA invites public comment on 

the entirety of the prospective 

implementation of the CATEX in 

Section 213(c)(2) of the FAA 

Modernization and Reform Act of 2012, 

and particularly invites comment on the 

following specific aspects of the Net 

Noise Reduction Method which are 

under consideration by the FAA as 

described in this notice: 

1. Extent to which the FAA should 

rely on the Net Noise Reduction Method 

to determine measurable reductions in 

noise on a per flight basis. 

2. Appropriateness of determining 

that there is a measurable reduction in 

noise if people receiving a noise 

decrease outnumber the people 

receiving an increase, but the noise 

decrease is small compared to the noise 

increase. 

3. Different approaches to a net noise 

reduction methodology (i.e., population 

change, noise change, population 

weighted noise change), and whether 

the selection of one approach over 

another is preferred and increases 

public understanding. 

4. Extent to which a mix of noise 

increases and decreases could support a 

determination of measurable noise 

reduction, especially when reductions 

at lower noise levels outweigh increases 

at higher noise levels, and whether an 

alternative approach that would require 

reductions in all three noise exposure 

bands to support the use of the CATEX 

should be used. 

5. Whether a significant noise impact 

threshold test should be used; and if so, 

if it should be used only when there is 

a net increase in people exposed to 

noise at DNL 65 dB and above, or if it 

should be used when there is any 

increase in the number of people 

exposed to noise at DNL 65 dB and 

above—even if there is a net population 

benefit at that level. 

Issued in Washington, DC, on August 13, 

2014. 

Lourdes Q. Maurice, 

Executive Director, Office of Environment and 

Energy, Federal Aviation Administration. 

[FR Doc. 2014–19691 Filed 8–18–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Sixth Meeting: RTCA Tactical 

Operations Committee (TOC) 

AGENCY: Federal Aviation 

Administration (FAA), U.S. Department 

of Transportation (DOT). 

ACTION: Sixth Meeting Notice of RTCA 

Tactical Operations Committee. 

SUMMARY: The FAA is issuing this notice 

to advise the public of the sixth meeting 

of the RTCA Tactical Operations 

Committee. 

DATES: The meeting will be held 

September 3, 2014 from 10:00 a.m.–4:00 

p.m. 

ADDRESSES: The meeting will be held at 

RTCA, Inc., 1150 18th Street NW., Suite 

910, Washington, DC 20036. 

FOR FURTHER INFORMATION CONTACT: The 

RTCA Secretariat, 1150 18th Street NW., 

Suite 910, Washington, DC 20036, or by 

telephone at (202) 833–9339, fax at (202) 

833–9434, or Web site at http://

www.rtca.org or Trin Mitra, TOC 

Secretary, tmitra@rtca.org, 202–330– 

0655. 


tkelley on DSK3SPTVN1PROD with NOTICES