57902 Federal Register / Vol. 76, No. 181 / Monday, September 19, 2011 / Rules and Regulations 

Engine & Propeller Directorate, 12 New 

England Executive Park, Burlington, MA 

01803; e-mail: james.lawrence@faa.gov; 

phone: (781) 238–7176; fax: (781) 238–7199, 

for more information about this AD. 

Material Incorporated by Reference 

(j) You must use WYTWO ́ RNIA SPRZE ̨ TU 

KOMUNIKACYJNEGO Obligatory Bulletin 

No. E–19W147B/DOA/2010 (this bulletin has 

no issue date), to do the actions required by 

this AD, unless the AD specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact WYTWO ́ RNIA SPRZE ̨ TU 

KOMUNIKACYJNEGO PZL—Rzeszo ́w’’ S.A. 

Hetman ́ ska 120 35–078 RZESZO ́ W; Poland; 

phone: (0–17) 8546100, 8546200, fax: (0–17) 

8620750. 

(3) You may review copies at the FAA, 

New England Region, 12 New England 

Executive Park, Burlington, MA; or at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

(202) 741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Burlington, Massachusetts on 

August 18, 2011. 

Peter A. White, 

Manager, Engine and Propeller Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–23930 Filed 9–16–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–0376; Airspace 

Docket No. 10–AEA–11] 

RIN 2120–AA66 

Amendment and Establishment of Air 

Traffic Service Routes; Northeast 

United States 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends five 

existing Air Traffic Service (ATS) routes 

and establishes four new ATS routes. 

The existing routes being amended are 

Q–42, J–60, V–16, V–229 and V–449. 

The new routes are Q–62, Q–406, Q–448 

and Q–480. The FAA is taking this 

action to increase National Airspace 

System (NAS) efficiency, enhance safety 

and reduce delays within the New York 

metropolitan area airspace. 

DATES: Effective date 0901 UTC, October 

20, 2011. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace, Regulations and ATC 

Procedures Group, Office of Airspace 

Services, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

History 

On May 17, 2011, the FAA published 

in the Federal Register a notice of 

proposed rulemaking to amend jet route 

J–60, area navigation (RNAV) route Q– 

42, and VOR Federal airways V–16, V– 

229 and V–449 (76 FR 28379). In 

addition, the FAA proposed to establish 

four new RNAV routes designated as Q– 

62, Q–406, Q–448 and Q–480. The 

changes were proposed to facilitate the 

routing of westbound air traffic 

departing the New York metropolitan 

area and better sequence departing 

traffic with en route overflight traffic to 

reduce delays within the New York 

terminal airspace. Additionally, the 

changes were designed to more 

efficiently accommodate aircraft landing 

within the Potomac Terminal Radar 

Approach Control (TRACON) airspace. 

Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal. Forty comments were 

received. 

Discussion of Comments 

Comments received fell within three 

general categories: administrative 

issues, safety issues and environmental 

issues. 

Administrative Issues 

One commenter believed that there 

was an error in the description of 

Federal airway V–229 as published in 

the NPRM. The FAA reviewed the 

proposed V–229 description and 

determined that it was correctly 

published. Several commenters contend 

that the description of the proposed 

ATS route changes in the NPRM are not 

easily understandable to the general 

public. The FAA does not include a 

graphic depiction of ATS route 

proposals in a NPRM because most ATS 

routes extend for long distances and the 

reduced scale used by the Federal 

Register when publishing the graphic 

would cause the resulting ‘‘picture’’ to 

be compressed to such a degree that it 

would provide little value to a 

commenter. The NPRM for this proposal 

did include a written description of the 

changes for each route as well as the 

‘‘legal description’’ listing each point 

that makes up the route. For area 

navigation (RNAV) routes, the legal 

description also includes the latitude 

and longitude of each point. Once the 

establishment of, or modification of, a 

route is adopted in a final rule, the route 

will be illustrated on the appropriate 

aeronautical chart(s). 

Another commenter commented 

generally that the proposal 

circumvented the Administrative 

Procedure Act (APA). The FAA does not 

agree. The APA (Title 5, U.S.C., section 

553) governs the process by which 

agencies of the Federal government may 

propose and establish regulations. The 

FAA has fully complied with APA 

notice and comment requirements 

applicable to this rulemaking action. 

Safety Issues 

Commenters argued that the proposed 

routes are a danger to the public, that 

aircraft should not overfly residential 

areas for safety reasons, and that the 

redesigned flight paths will strain and 

subject airports beyond their physical 

limitations and place the community at 

risk. The FAA does not agree that the 

changes adopted in this rule will 

adversely impact safety. To the contrary, 

the routes have been carefully designed 

to enhance the safety and efficiency of 

air traffic operations. As with other 

major U.S. cities served by high volume 

airport(s), the New York metropolitan 

area is densely populated with 

residential land uses surrounding all of 

the major airports. Arrivals into and 

departures from these airports cannot 

avoid overflight of all residential areas. 

The ATS route changes in this route 

will not put a strain on airport 

operations or place the surrounding 

communities at risk. The route changes 

will, however, serve to increase the 

safety and efficiency of air traffic 

operations at the airports as part of a 

solution to the longstanding issues of air 

traffic congestion and delays. 

Environmental Issues 

The majority of the comments 

received dealt with one or more 

environmental concerns. Many opposed 

the changes stating that additional 

environmental study was required. The 

FAA does not agree. The National 

Environmental Policy Act (NEPA) 

requires the FAA to conduct an 

environmental review prior to 

implementing any Federal action, such 

as the implementation of new or 

amended air traffic procedures. All of 

the routes described in this rulemaking 

were reviewed accordingly. Public 

comments received in response to the 

NPRM were considered during this 


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1The FAA did prepare an EIS for the NY/NJ/PHL 

Metropolitan Area Airspace Redesign project. The 

EIS contained a fuel burn analysis resulting in a 

‘‘presumed to conform’’ air quality determination. 

The FAA also published noise impacts attributed to 

the NY/NJ/PHL Airspace Redesign project in a 

report titled ‘‘Noise Mitigation Report,’’ dated April 

6, 2007. This report can be found on the project 

Web site at the following link: http://www.faa.gov/ 

air_traffic/nas_redesign/regional_guidance/ 

eastern_reg/nynjphl_redesign/documentation/ 

media.Noise_Mitigation_Report.pdf. 

2These five ATS routes were studied in the NY/ 

NJ/PHL Metropolitan Area Airspace Redesign (EIS). 

3Routes Q–62, V–16, V–229, and V–499 were not 

included in the NY/NJ/PHL Metropolitan Area 

Airspace Redesign EIS. 

review, as well as the potential for 

extraordinary circumstances resulting 

from these new and amended routes. 

Others believed that the ATS route 

changes significantly modify the NY/NJ/ 

PHL Metropolitan Area Airspace 

Redesign project, approved in 2007. 

None of the ATS routes contained in 

this action impact the findings in the 

NY/NJ/PHL Metropolitan Area Airspace 

Redesign Environmental Impact 

Statement (EIS). 

Some commenters called for the FAA 

to conduct an EIS, as was done for the 

NY/NJ/PHL Metropolitan Area Airspace 

Redesign, and to obtain air quality 

sampling information.1 An EIS is not 

warranted for these actions because the 

routes are too high to create a significant 

noise impact. Furthermore, 

implementation of the ATS routes in 

this rule are expected to improve overall 

fuel savings and therefore, would 

decrease air quality impacts. 

The five ATS routes that are amended 

in this rule (J–60, Q–42, Q–406, Q–448 

and Q–480) are in the high altitude 

structure and their lowest base altitude 

is 18,000 feet MSL.2 Since the base 

altitude of the routes is 18,000 feet MSL, 

no noise analysis is required. (See 65 FR 

76339; December 6, 2000.) Route Q–62 

is a new high altitude route which also 

has a base altitude of 18,000 feet MSL 

and does not require noise analysis. 

Additionally, Q–62 overlies an existing 

jet route J–64. Routes V–16, V–229, and 

V–449 are existing routes in the low 

altitude structure. These routes include 

altitudes between 10,000 and 18,000 

feet MSL which are utilized primarily 

by single-engine propeller-driven 

aircraft. Because of the altitudes of those 

routes, no noise analysis is required.3

(See 65 FR 76339; December 6, 2000.) 

The noise information in the Noise 

Mitigation Report is not expected to 

change as a result of this rule because, 

as previously discussed, the majority of 

the ATS changes in this rule occur 

above 10,000 feet MSL. Additionally, 

both V–16 and V–229 were realigned 

slightly in order to provide airspace for 

aircraft departing John F. Kennedy 

International Airport (JFK) to conduct 

unrestricted climbs to their en route 

altitudes. This change not only reduces 

noise in areas surrounding JFK by 

getting aircraft to higher altitudes faster, 

it also helps to deconflict air traffic. 

Some communities felt that they are 

unfairly impacted by low flying aircraft 

and that traffic should be spread by 

using other airways. The area near 

LaGuardia Airport (LGA) was cited as 

an example. It should be emphasized 

that the ATS route changes in this rule 

will not result in additional air traffic 

volume. Instead, the routes are designed 

to provide operational improvements in 

the existing en route airway structure to 

handle existing air traffic in a safe and 

more efficient manner. Further, these 

route changes do not change the flight 

tracks into and out of LGA. The FAA 

reviewed LGA’s arrival and departure 

flight tracks and found that procedures 

in use at LGA have not undergone any 

significant changes since October 2007. 

The arrival and departure routes for 

LGA (and any other airport) depend on 

a variety of factors including: runway in 

use, weather, the aircraft’s destination, 

the proximity of other airports and air 

traffic to and from those airports. The 

procedures that take departing aircraft 

from the runway up to join their 

intended airway in the en route 

structure, or bring arriving aircraft down 

from the en route airway structure to the 

runway, are designed to maintain safety 

and efficiency. This is especially 

important in a complex airspace area, 

such as New York with its several major 

airports (JFK, LGA, Newark-Liberty 

International, etc.) being in such close 

proximity. 

The amendments to these ATS routes 

do not trigger any extraordinary 

circumstances, and therefore an 

environmental assessment is not 

warranted. The FAA has determined 

that this action is categorically excluded 

in accordance with FAA Order 1050.1E, 

paragraphs 311a, 311b and 311i. 

Differences From NPRM 

There are no changes to the 

descriptions of ATS Routes Q–42, Q–62, 

V–16, and V–229 from that published in 

the NPRM. Minor changes or edits were 

made to J–60, Q–406, Q–480 and Q–448, 

as described below. J–60 has been 

modified slightly from the proposal. The 

position of the dog-leg referenced in the 

NPRM (northwest of East Texas, PA 

VOR/DME) was moved 0.3 nautical 

miles southeast of the proposed position 

along the path of the original J–60. From 

this point, the airway turns and 

proceeds directly to the SPARTA 

VORTAC. This caused the NEWEL 

intersection (SPARTA, NJ 253° radial 

and the Broadway, NJ 295° radial) to be 

moved 0.58 nautical miles to the 

southeast. These changes simplify 

navigation by creating a single dog-leg, 

removing all references to Ravine, PA 

and the Broadway, NJ and using only 

the Philipsburg, PA and Sparta, NJ 

bearings as a reference for this portion 

of the airway. 

An editorial change is made to Q–406 

and Q–448 by changing the name of one 

waypoint in the description from JEETR 

to DBABE. After publication of the 

NPRM, it was found that a similar 

sounding fix (JETER) already existed in 

the NAS within 120 miles of the 

proposed JEETR. To avoid confusion, 

and in the interest of safety, the 

waypoint name change is being made. It 

is important to note that the latitude and 

longitude of this waypoint did not 

change from that set forth in the NPRM 

and, therefore, the alignment of Q–406 

and Q–448 remains the same as 

proposed. 

A minor change to the position of the 

CANDR waypoint affects the description 

of Q–480. The proposed position of 

CANDR was lat. 40°58′02′′ N., long. 

74°57′30′′ W. As a result of refinements 

aligning CANDR as an intersection on J– 

60, Q–480 and the DEEZZ Standard 

Instrument Departure Procedure, the 

latitude/longitude position of CANDR 

was adjusted by 0.38 nautical miles. The 

revised CANDR coordinates are lat. 

40°57′59.35′′ N., long. 74°57′28.70′′ W. 

Due to rounding, the CANDR 

coordinates in the Q–480 legal 

description are lat. 40°57’59’’N., long. 

74°57’29’’W. 

The routing of V–449 differs from the 

NPRM in that the proposed segment that 

extended between the Selinsgrove, PA 

VORTAC and the Milton, PA VORTAC 

has been deleted. Flight inspection of 

that segment could not be completed in 

the allotted time, so the segment is 

being deleted from the route 

description. 

The Rule 

This action amends Title 14 Code of 

Federal Regulation (14 CFR) part 71 by 

modifying existing routes J–60, Q–42, 

V–16, V–229 and V–449. J–60 is 

realigned to help reduce congestion and 

converging en route aircraft flows, and 

to mitigate a choke point over the 

existing ELIOT departure fix. 

RNAV route Q–42 is amended by 

deleting the current segments between 

the BRNAN, PA, waypoint (WP) and 

ELIOT, PA, WP and replacing them with 

segments extending from BRNAN WP to 

new WPs HOTEE, PA; BTRIX, PA; 

SPOTZ, PA, and terminating at a new 

waypoint ZIMMZ, NJ. This change will 


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also help reduce converging flows and 

congestion. 

VOR Federal airways V–16 and V–229 

are amended by inserting a dogleg north 

of their present courses by following the 

Kennedy VOR/DME 040° radial 

northeast of Kennedy VOR/DME. V–16 

then turns east bound, bypassing the 

Deer Park VOR/DME, then proceeds to 

the Calverton VOR/DME and resumes 

its current course. V–229 is also 

modified along the Kennedy VOR/DME 

040° radial, then turns eastbound to reintercept its current course toward the 

Bridgeport, CT, VOR/DME. The V–16 

and V–229 changes are intended to free 

up airspace to accommodate a climb 

corridor for John F. Kennedy 

International Airport (JFK) departures. 

V–449, which currently extends 

between the Lake Henry, PA, VORTAC 

and the Albany, NY, VORTAC, is 

lengthened westward by adding a new 

segment that extends between the 

Milton, PA, VORTAC and the Lake 

Henry, PA, VORTAC. This change will 

facilitate routing for arrivals into La 

Guardia Airport. 

Four new RNAV routes are being 

established and designated as Q–62, Q– 

406, Q–448 and Q–480. Q–62 will 

enhance westward flows, reduce 

congestion and provide flexibility for 

aircraft entering the Cleveland ARTCC 

area and routings toward Chicago. 

Q–406, Q–448 and Q–480, along with 

the amended Q–42, will reduce current 

converging en route flows that result 

from dependency on ground-based 

navigation aids. The new Q-route 

segments will permit some alignment 

with New York departure fixes NEWEL, 

CANDR and ZIMMZ. These new fixes 

will be used for departures from the 

New York metropolitan area airports to 

transition and merge aircraft from the 

terminal structure into the high altitude 

en route structure and vice versa. In 

addition, the new routes will relieve 

congestion by providing alternate 

routings for aircraft landing at airports 

outside the New York Metropolitan 

area. 

Jet routes are published in paragraph 

2004, high altitude RNAV routes are 

published in paragraph 2006, and VOR 

Federal airways are published in 

paragraph 6010, respectively, of FAA 

Order 7400.9V dated August 9, 2011, 

and effective September 15, 2011, which 

is incorporated by reference in 14 CFR 

71.1. The jet routes, high altitude RNAV 

routes and VOR Federal airways listed 

in this document will be subsequently 

published in the Order. 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. Therefore, this regulation: (1) Is 

not a ‘‘significant regulatory action’’ 

under Executive Order 12866; (2) is not 

a ‘‘significant rule’’ under Department of 

Transportation (DOT) Regulatory 

Policies and Procedures (44 FR 11034; 

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

warrant preparation of a regulatory 

evaluation because 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 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. 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

Subtitle I, Section 106 describes the 

authority of the FAA Administrator. 

Subtitle VII, Aviation Programs, 

describes in more detail the scope of the 

agency’s authority. 

This rulemaking is promulgated 

under the authority described in 

Subtitle VII, Part A, Subpart I, Section 

40103. Under that section, the FAA is 

charged with prescribing regulations to 

assign the use of the airspace necessary 

to ensure the safety of aircraft and the 

efficient use of airspace. This regulation 

is within the scope of that authority 

because it modifies the route structure 

of Jet Routes as required to preserve the 

safe and efficient flow of air traffic. 

Radials listed in this rule are 

expressed in degrees relative to True 

North. 

Environmental Review 

The FAA has determined that this 

action is categorically excluded from 

further environmental documentation 

according to FAA Order 1050.1E, 

paragraph 311a, 311b, and 311i. The 

implementation of this action will not 

result in any extraordinary 

circumstances in accordance with 

paragraph 304 of Order 1050.1E. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

Adoption of the Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE ROUTES; AND 

REPORTING POINTS 

■ 1. The authority citation for part 71 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959– 

1963 Comp., p. 389. 

§ 71.1 [Amended] 

■ 2. The incorporation by reference in 

14 CFR 71.1 of FAA Order 7400.9V, 

Airspace Designations and Reporting 

Points, dated August 9, 2011 and 

effective September 15, 2011, is 

amended as follows: 

Paragraph 2004 Jet Routes 

* * * * * 

J–60 [Amended] 

From Los Angeles, CA; via Paradise, CA; 

Hector, CA; Boulder City, NV; Bryce Canyon, 

UT; Hanksville, UT; Red Table, CO; Mile 

High, CO; Hayes Center, NE; Lincoln, NE; 

Iowa City, IA; Joliet, IL; Goshen, IN; DRYER, 

OH; Philipsburg, PA; INT Philipsburg 100° 

and Sparta, NJ, 253° radials to Sparta, NJ. 

* * * * * 

Paragraph 2006 United States Area 

Navigation Routes 

* * * * * 

Q42 Kirksville, MO (IRK) to ZIMMZ, NJ [Amended] 

Kirksville, MO (IRK) ............................................ VORTAC .............................................................. (Lat. 40°08′06′′ N., long. 92°35′30′′ W.) 

STRUK, IL ............................................................. WP ........................................................................ (Lat. 40°14′04′′ N., long. 90°18′22′′ W.) 

Danville, IL (DNV) ............................................... VORTAC .............................................................. (Lat. 40°17′38′′ N., long. 87°33′26′′ W.) 

Muncie, IN (MIE) ................................................. VOR/DME ............................................................ (Lat. 40°14′14′′ N., long. 85°23′39′′ W.) 

HIDON, OH ........................................................... WP ........................................................................ (Lat. 40°10′00′′ N., long. 81°37′27′′ W.) 

BUBAA, OH .......................................................... WP ........................................................................ (Lat. 40°10′27′′ N., long. 80°58′17′′ W.) 

PSYKO, PA ........................................................... WP ........................................................................ (Lat. 40°08′37′′ N., long. 79°09′13′′ W.) 

BRNAN, PA .......................................................... WP ........................................................................ (Lat. 40°08′07′′ N., long. 77°50′07′′ W.) 

HOTEE, PA ........................................................... WP ........................................................................ (Lat. 40°20′36′′ N., long. 76°29′37′′ W.) 

BTRIX, PA ............................................................ WP ........................................................................ (Lat. 40°36′06′′ N., long. 75°49′11′′ W.) 

SPOTZ, PA ........................................................... WP ........................................................................ (Lat. 40°45′55′′ N., long. 75°22′59′′ W.) 

ZIMMZ, NJ ............................................................ WP ........................................................................ (Lat. 40°48′11′′ N., long. 75°07′25′′ W.) 


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*******

Q62 NOLNN, OH to SARAA, PA [New] 

NOLNN, OH ......................................................... WP ........................................................................ (Lat. 41°14′04′′ N., long. 84°38′12′′ W.) 

WEEVR, OH .......................................................... WP ........................................................................ (Lat. 41°13′21′′ N., long. 84°13′04′′ W.) 

PSKUR, OH ........................................................... WP ........................................................................ (Lat. 41°09′16′′ N., long. 82°42′57′′ W.) 

FAALS, OH ........................................................... WP ........................................................................ (Lat. 41°02′51′′ N., long. 80°52′40′′ W.) 

ALEEE, OH ........................................................... WP ........................................................................ (Lat. 41°00′28′′ N., long. 80°31′54′′ W.) 

QUARM, PA ......................................................... WP ........................................................................ (Lat. 40°49′45′′ N., long. 79°04′39′′ W.) 

BURNI, PA ............................................................ FIX ........................................................................ (Lat. 40°39′25′′ N., long. 77°48′14′′ W.) 

MCMAN, PA ......................................................... FIX ........................................................................ (Lat. 40°38′16′′ N., long. 77°34′14′′ W.) 

VALLO, PA ........................................................... FIX ........................................................................ (Lat. 40°37′37′′ N., long. 77°26′18′′ W.) 

Ravine, PA (RAV) ................................................. VORTAC .............................................................. (Lat. 40°33′12′′ N., long. 76°35′58′′ W.) 

SUZIE, PA ............................................................. FIX ........................................................................ (Lat. 40°27′12′′ N., long. 75°58′22′′ W.) 

SARAA, PA .......................................................... FIX ........................................................................ (Lat. 40°26′22′′ N., long. 75°53′16′′ W.) 

Q406 Broadway, NJ (BWZ) to Barnes, MA (BAF) [New] 

Broadway, NJ (BWZ) ............................................ VOR/DME ............................................................ (Lat. 40°47′54′′ N., long. 74°49′19′′ W.) 

DBABE, NY ........................................................... WP ........................................................................ (Lat. 41°08′30′′ N., long. 74°05′46′′ W.) 

BASYE, NY ........................................................... FIX ........................................................................ (Lat. 41°20′37′′ N., long. 73°47′55′′ W.) 

TRIBS, CT ............................................................. WP ........................................................................ (Lat. 41°39′29′′ N., long. 73°19′03′′ W.) 

BIGGO, CT ............................................................ FIX. ....................................................................... (Lat. 41°57′21′′ N., long. 73°04′05′′ W.) 

Barnes, MA (BAF) ................................................ VORTAC .............................................................. (Lat. 42°09′43′′ N., long. 72°42′58′′ W.) 

Q448 Pottstown, PA (PTW) to Barnes, MA (BAF) [New] 

Pottstown, PA (PTW) ........................................... VORTAC .............................................................. (Lat. 40°13′20′′ N., long. 75°33′37′′ W.) 

LANNA, NJ ........................................................... FIX ........................................................................ (Lat. 40°33′35′′ N., long. 75°01′40′′ W.) 

DBABE, NY ........................................................... WP ........................................................................ (Lat. 41°08′30′′ N., long. 74°05′46′′ W.) 

BASYE, NY ........................................................... FIX ........................................................................ (Lat. 41°20′37′′ N., long. 73°47′55′′ W.) 

TRIBS, CT ............................................................. WP ........................................................................ (Lat. 41°39′29′′ N., long. 73°19′03′′ W.) 

BIGGO, CT ............................................................ FIX. ....................................................................... (Lat. 41°57′21′′ N., long. 73°04′05′′ W.) 

Barnes, MA (BAF) ................................................ VORTAC .............................................................. (Lat. 42°09′43′′ N., long. 72°42′58′′ W.) 

Q480 ZANDR, OH to Kennebunk, ME (ENE) [New] 

ZANDR, OH .......................................................... FIX ........................................................................ (Lat. 40°00′19′′ N., long. 81°31′58′′ W.) 

Bellaire, OH (AIR) ................................................ VOR/DME ............................................................ (Lat. 40°01′01′′ N., long. 80°49′02′′ W.) 

LEJOY, PA ............................................................ FIX ........................................................................ (Lat. 40°00′12′′ N., long. 79°24′54′′ W.) 

VINSE, PA ............................................................ FIX ........................................................................ (Lat. 39°58′16′′ N., long. 77°57′21′′ W.) 

BEETS, PA ............................................................ WP ........................................................................ (Lat. 39°57′20′′ N., long. 77°26′59′′ W.) 

HOTEE, PA ........................................................... WP ........................................................................ (Lat. 40°20′36′′ N., long. 76°29′37′′ W.) 

BTRIX, PA ............................................................ WP ........................................................................ (Lat. 40°36′06′′ N., long. 75°49′11′′ W.) 

SPOTZ, PA ........................................................... WP ........................................................................ (Lat. 40°45′55′′ N., long. 75°22′59′′ W.) 

CANDR, NJ ........................................................... WP ........................................................................ (Lat. 40°57′59′′ N., long. 74°57′29′′ W.) 

JEFFF, NJ .............................................................. WP ........................................................................ (Lat. 41°14′46′′ N., long. 74°27′43′′ W.) 

Kingston, NY (IGN) .............................................. VOR/DME ............................................................ (Lat. 41°39′56′′ N., long. 73°49′20′′ W.) 

LESWL, CT ........................................................... WP ........................................................................ (Lat. 41°53′31′′ N., long. 73°19′20′′ W.) 

Barnes, MA (BAF) ................................................ VORTAC .............................................................. (Lat. 42°09′43′′ N., long. 72°42′58′′ W.) 

Kennebunk, ME (ENE) ......................................... VORTAC .............................................................. (Lat. 43°25′32′′ N., long. 70°36′49′′ W.) 

* * * * * 

Paragraph 6010 VOR Federal Airways 

V–16 [Amended] 

From Los Angeles, CA; Paradise, CA; Palm 

Springs, CA; Blythe, CA; Buckeye, AZ; 

Phoenix, AZ; INT Phoenix 155° and 

Stanfield, AZ, 105° radials; Tucson, AZ; 

Cochise, AZ; Columbus, NM; El Paso, TX; 

Salt Flat, TX; Wink, TX; INT Wink 066° and 

Big Spring, TX, 260° radials; Big Spring; 

Abilene, TX; Bowie, TX; Bonham, TX; Paris, 

TX; Texarkana, AR; Pine Bluff, AR; Marvell, 

AR; Holly Springs, MS; Jacks Creek, TN; 

Shelbyville, TN; Hinch Mountain, TN; 

Volunteer, TN; Holston Mountain, TN; 

Pulaski, VA; Roanoke, VA; Lynchburg, VA; 

Flat Rock, VA; Richmond, VA; INT 

Richmond 039° and Patuxent, MD, 228° 

radials; Patuxent; Smyrna, DE; Cedar Lake, 

NJ; Coyle, NJ; INT Coyle 036° and Kennedy, 

NY, 209° radials; Kennedy; INT Kennedy 

040° and Calverton, NY, 261° radials; 

Calverton; Norwich, CT; 

Boston, MA. The airspace within Mexico 

and the airspace below 2,000 feet MSL 

outside the United States is excluded. The 

airspace within Restricted Areas R–5002A, 

R–5002C, and R–5002D is excluded during 

their times of use. The airspace within 

Restricted Areas R–4005 and R–4006 is 

excluded. 

V–229 [Amended] 

From Patuxent, MD; INT Patuxent 036° and 

Atlantic City, NJ, 236° radials; Atlantic City; 

INT Atlantic City 055° and Colts Neck, NJ, 

181° radials; INT Colts Neck 181° and 

Kennedy, NY, 209° radials; Kennedy; INT 

Kennedy 040° and Calverton, NY, 261° 

radials; INT Calverton 261° and Kennedy 

053° radials; INT Kennedy 053° and 

Bridgeport, CT, 200° radials; Bridgeport; 

Hartford, CT; INT Hartford 040° and Gardner, 

MA, 195° radials; Gardner; Keene, NH; INT 

Keene 336° and Burlington, VT, 160° radials; 

to Burlington. The airspace within R–5002B 

is excluded during times of use. The airspace 

below 2,000 feet MSL outside the United 

States is excluded. 

V–449 [Amended] 

From Milton, PA; INT Milton 064° and 

Williamsport, PA 109° radials; Lake Henry, 

PA; DeLancey, NY; Albany, NY. 

Issued in Washington, DC on September 

12, 2011. 

Gary A. Norek, 

Acting Manager, Airspace, Regulations and 

ATC Procedures Group. 

[FR Doc. 2011–23839 Filed 9–16–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HEALTH AND 

HUMAN SERVICES 

Food and Drug Administration 

21 CFR Part 522 

[Docket No. FDA–2011–N–0003] 

Implantation or Injectable Dosage 

Form New Animal Drugs; Ivermectin 

AGENCY: Food and Drug Administration, 

HHS. 

ACTION: Final rule. 


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