4802 Federal Register / Vol. 89, No. 17 / Thursday, January 25, 2024 / Rules and Regulations 

1Phase 4: RWY 1/19 closure—April 15, thru May 

14, 2024 (2300–0600L). Phase 5: RWY 1/19 

closure—May 15 thru Aug 5, 2024 (2300–0600L). 

incorporate the following novel or 

unusual design feature: 

Side-stick controllers for pitch and 

roll control. 

Discussion 

These special conditions for the 

Gulfstream Model GVIII–G700 and 

GVIII–G800 series airplanes address the 

unique features of the side-stick 

controllers. The Model GVIII–G700 and 

GVIII–G800 series airplanes will 

incorporate side-stick controllers 

controlling a fly-by-wire (FBW) flightcontrol system. The FBW control laws 

are designed to provide conventional 

flying qualities such as positive static 

longitudinal and lateral stability as 

prescribed in part 25, subpart B. 

However, the pilot-control forces 

prescribed in the referenced regulations 

are not applicable for the side-stick 

controller design. 

Because current FAA regulations do 

not specifically address the use of sidestick controllers for pitch and roll 

control, the unique features of the side 

stick therefore must be demonstrated, 

through flight and simulator tests, to 

have suitable handling and control 

characteristics when considering the 

following: 

• The handling qualities tasks and 

requirements of the Gulfstream Model 

GVIII Special Conditions and other 14 

CFR part 25 requirements for stability, 

control, and maneuverability, including 

the effects of turbulence. 

• General ergonomics: Armrest 

comfort and support, local freedom of 

movement, displacement-angle 

suitability, and axis harmony. 

• Inadvertent pilot input in 

turbulence. 

• Inadvertent pitch and roll crosstalk 

from pilot inputs on the side-stick 

controller. 

These special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Applicability 

As discussed above, these special 

conditions are applicable to the 

Gulfstream Model GVIII–G700 and 

GVIII–G800 series airplanes. Should 

Gulfstream apply at a later date for a 

change to the type certificate to include 

another model that incorporates the 

same novel or unusual design feature, or 

should any other model already 

included on the same type certificate be 

modified to incorporate the same novel 

or unusual design feature, these special 

conditions would apply to the other 

model as well. 

Conclusion 

This action affects only a certain 

novel or unusual design feature on 

Gulfstream Model GVIII–G700 and 

GVIII–G800 series airplanes. It is not a 

rule of general applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

Authority Citation 

The authority citation for these 

special conditions is as follows: 

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

44701, 44702, and 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for the Gulfstream 

Aerospace Corporation Model GVIII– 

G700 and GVIII–G800 series airplanes: 

(a) Pilot Strength 

In lieu of the control-force limits 

shown in § 25.143(d) for pitch and roll, 

and in lieu of the specific pitch-force 

requirements of §§ 25.143(i)(2), 

25.145(b), 25.173(c), 25.175(b), and 

25.175(d), the applicant must show that 

the temporary and maximum prolongedforce levels for the side-stick controllers 

are suitable for all expected operating 

conditions and configurations, whether 

normal or non-normal. 

(b) Pilot-Control Authority 

The electronic side-stick-controller 

coupling design must provide for 

corrective and/or overriding control 

inputs by either pilot with no unsafe 

characteristics. Annunciation of the 

controller status must be provided and 

must not be confusing to the flightcrew. 

(c) Pilot Control 

The applicant must show by flight 

tests that the use of side-stick 

controllers does not produce unsuitable 

pilot-in-the-loop control characteristics 

when considering precision path control 

and tasks, and turbulence. In addition, 

pitch and roll control force and 

displacement sensitivity must be 

compatible, so that normal pilot inputs 

on one control axis will not cause 

significant unintentional inputs 

(crossover) on the other. 

Issued in Kansas City, Missouri, on January 

19, 2024. 

Patrick R. Mullen, 

Manager, Technical Innovation Policy 

Branch, Policy and Innovation Division, 

Aircraft Certification Service. 

[FR Doc. 2024–01380 Filed 1–24–24; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 93 

Construction Related Relief 

Concerning Operations at Ronald 

Reagan Washington National Airport, 

John F. Kennedy International Airport, 

and LaGuardia Airport, and Newark 

Liberty International Airport, March 31, 

2024, Through October 26, 2024 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation. 

ACTION: Notification of limited waiver of 

the slot usage requirement. 

SUMMARY: This action grants a limited, 

conditional waiver of the minimum slot 

usage requirements at Ronald Reagan 

Washington National Airport (DCA) due 

to runway construction and closures at 

the airport in 2024 and for impacted 

flights between DCA and slot-controlled 

airports John F. Kennedy International 

Airport (JFK) and LaGuardia Airport 

(LGA). In addition, the FAA will 

provide similar limited, conditional 

relief at Newark Liberty International 

Airport (EWR) under the FAA’s Level 2 

schedule facilitation process. 

DATES: The usage waiver and policies in 

this notification are effective on January 

22, 2024, and apply from March 31, 

2024, through October 26, 2024. 

ADDRESSES: Requests may be submitted 

by mail to the Slot Administration 

Office, System Operations Services, 

AJR–0, Room 300W, 800 Independence 

Avenue SW, Washington, DC 20591, or 

by email to: 7-awa-slotadmin@faa.gov. 

FOR FURTHER INFORMATION CONTACT: For 

questions concerning this notification 

contact: Al Meilus, Slot Administration 

and Capacity Analysis, FAA ATO 

System Operations Services, AJR–G5, 

Federal Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone 202–267–2822; 

email al.meilus@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The Metropolitan Washington 

Airports Authority (MWAA) plans 

airfield and runway construction at 

DCA beginning in April 2024 through 

October 2024. The main Runway 1–19 

will be closed nightly from 

approximately April 15, 2024, through 

August 5, 2024,1 from 11 p.m. to 5:59 

a.m. Eastern Time on weekdays and 


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Federal Register / Vol. 89, No. 17 / Thursday, January 25, 2024 / Rules and Regulations 4803 

2Phase 5: RWY 15/33 is closed (0000–0530L 

Sun–Fri & 2230–0530L Sat) 5/28–6/14/24 

[Intersection surface course]. 

3 33 FR 17896 (Dec. 3, 1968). The FAA codified 

the rules for operating at high-density traffic 

airports in 14 CFR part 93, subpart K. The HDR 

requires carriers to hold a reservation, known as a 

‘‘slot,’’ for each takeoff or landing under instrument 

flight rules at the high-density traffic airports. 

Currently, only operations at DCA are limited by 

the HDR. 

4 14 CFR 93.123. 

5Operating Limitations at John F. Kennedy 

International Airport. 73 FR 3510 (Jan. 18, 2008), as 

amended, and most recently extended by 87 FR 

65161 (Oct. 28, 2022). Operating Limitations at New 

York LaGuardia Airport. 71 FR 77854 (Dec. 27, 

2006), as amended, and most recently extended by 

87 FR 65159 (Oct. 28, 2022). 

6Operating Limitations at John F. Kennedy 

International Airport, 87 FR 65161 at 65162 (Oct. 

28, 2022); Operating Limitations at New York 

LaGuardia Airport, 87 FR 65159 at 65160 (Oct. 28, 

2022); 14 CFR 93.227(a). 

7Operating Limitations at New York LaGuardia 

Airport, 87 FR 65159 at 65160 (Oct. 28, 2022); 14 

CFR 93.227(a). 

8Operating Limitations at John F. Kennedy 

International Airport, 87 FR 65161 at 65162 (Oct. 

28, 2022). 

9Operating Limitations at John F. Kennedy 

International Airport, 87 FR 65161 at 65163 (Oct. 

28, 2022); Operating Limitations at New York 

LaGuardia Airport, 87 FR 65159 at 65160 (Oct. 28, 

2022); 14 CFR 93.227(j). 

10A4A’s members are Alaska Airlines, Inc.; 

American Airlines Group, Inc.; Atlas Air, Inc.; Delta 

Air Lines, Inc.; FedEx Corp.; Hawaiian Airlines; 

JetBlue Airways Corp.; Southwest Airlines Co.; 

United Airlines Holdings, Inc.; and United Parcel 

Service Co. Air Canada is an associate member. 

potentially on weekends depending on 

the construction project’s progress. 

Runway 15–33 will have nightly 

closures 2 from approximately May 28, 

2024, through June 14, 2024, from 10:30 

p.m. to 5:29 a.m. Eastern Time, 

including the intersection with Runway 

1–19. For the final phases 6 and 7 of 

DCA construction, Runway 15–33 will 

have nightly closures from 

approximately August 6, 2024, through 

October 12, 2024, from 8 p.m. to 5:59 

a.m. Eastern Time. Associated taxiways 

will also be rehabilitated during the 

project. 

The FAA limits the number of arrivals 

and departures at DCA through the 

implementation of the High Density 

Rule (HDR).3 The HDR hourly limits at 

DCA are 37 air carrier slots, 11 

commuter slots, and 12 reservations 

available for other operations.4 The 

‘‘Other’’ class of users is limited to 

unscheduled operations such as general 

aviation, charters, military, and nonpassenger flights and is not intended for 

scheduled flights or other regularly 

conducted commercial operations. The 

FAA limits the number of arrivals and 

departures at JFK and LGA by FAA 

Order.5

At DCA, JFK, and LGA, each slot must 

be used a minimum of 80 percent of the 

time.6 At DCA and LGA, the FAA will 

recall any slot not used at least 80 

percent of the time over a two-month 

period.7 At JFK, usage is calculated 

seasonally, slots not meeting the 

minimum usage requirement will not 

receive historic status for the following 

equivalent scheduling season.8 The 

FAA may waive the 80 percent 

minimum usage requirement if a highly 

unusual and unpredictable condition 

beyond the control of the slot-holding 

air carrier affects carrier operations for 

a period of five consecutive days or 

more at JFK and LGA and nine 

consecutive days or more at DCA.9

The FAA designated EWR a Level 2 

airport under the Worldwide Slot 

Guidelines (WSG), now known as the 

Worldwide Airport Slot Guidelines 

(WASG). The FAA does not allocate 

slots, apply historic precedence, or 

impose minimum usage requirements at 

EWR. Level 2 schedule facilitation 

depends upon close and continuous 

discussions and voluntary agreement 

between airlines and the FAA to reduce 

congestion. At Level 2 airports, the FAA 

generally provides priority 

consideration for flights approved by 

the FAA and operated by the carrier in 

those approved times in the prior 

scheduling season when the FAA 

reviews proposed flights for facilitation 

in the next corresponding scheduling 

season. However, the FAA notes that the 

usual Level 2 processes include 

flexibility for the facilitator to prioritize 

planned flights, which are canceled in 

advance or on the day of the scheduled 

operation due to operational impacts 

that are beyond the control of the 

carrier. 

Summary of Petitions Received 

On December 22, 2023, Airlines for 

America (A4A) filed a petition on behalf 

of member and associate member 

airlines 10 requesting a limited waiver of 

the minimum slot usage rules at DCA 

due to the impending runway 

construction. The petition also sought 

either a limited waiver of the minimum 

slot usage requirements or schedule 

relief at LGA, EWR, and JFK for slots or 

movements for nonstop flights to and 

from DCA during specified hours. A4A 

states that ‘‘construction at DCA will 

impose conditions that will significantly 

impact operations and those conditions 

are beyond the control of the slot 

holders, thereby providing good cause 

for the requested waiver.’’ 

A4A indicates ‘‘the nighttime closing 

of the main runway 1–19, which will 

significantly impact carriers that hold 

slots in the 2300 hour by forcing them 

to utilize runway 15–33 or not operate 

at all during those times.’’ A4A notes 

that ‘‘for many carriers, the option to 

use runway 15–33 will have a 

significant negative impact because 

some aircraft such as the 737–900/ER/ 

MAX are unable to use that runway’’ 

and ‘‘other aircraft will need to apply 

hefty payload penalties to operate on 

runway 15–33, for example some 

aircraft would need to reduce between 

50 and 75 passengers on all but the 

shortest routes.’’ 

A4A also requests relief for slot pairs 

associated with the 2300–0559 closure 

period, noting carriers may seek 

alleviation for the slot pairs affected by 

the closures, which may be outside the 

2300–0600 hours and requests the FAA 

‘‘work with carriers on an individual 

basis to determine their slot pairing 

needs and requests as carriers’ monthly 

schedules develop.’’ 

In addition, A4A requests relief for 

slot usage associated with several 

operations between DCA and JFK, EWR, 

or LGA. Specifically, A4A requests the 

FAA grant slot usage or schedule 

alleviation to ‘‘departure slots between 

2100 and 2200 used for nonstop service 

to DCA, as such flights typically arrive 

at DCA in the 2300 hour’’ and ‘‘for any 

DCA departure slots between 0500 and 

0659 used for nonstop service to those 

slot-controlled or schedule facilitated 

New York airports.’’ 

FAA Analysis and Decision 

The FAA has determined the DCA 

airport construction and runway 

closures warrant limited, conditional 

relief from the minimum slot usage 

requirements because the impacts to 

operations in certain hours are beyond 

the carriers’ control and will exist for 

several months. The closures from 

2300–0559 Eastern Time are expected to 

impact operations as described by A4A. 

DCA is a high-demand airport, and 

carriers have indicated they plan to 

operate flights if feasible. There are 

typically 15 to 16 arrivals in the 2300 

hour with the corresponding aircraft 

used for departures in the morning 

hours with additional potential for a few 

cancellations in the late evening hours 

and the corresponding departures. The 

FAA is not limiting the relief to certain 

hours in order to provide some degree 

of flexibility to carriers to allow them to 

balance schedules and slot pairs. 

However, the FAA may require carriers 

to justify how returned slots are 

impacted by the runway closure if 

returned slots are not during or adjacent 

to the runway closure periods. 

The FAA will work individually with 

carriers on retiming and schedule 

adjustment options; however, the FAA 

will not retime air carrier operations 

into hours that are currently at the air 


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4804 Federal Register / Vol. 89, No. 17 / Thursday, January 25, 2024 / Rules and Regulations 

carrier slot limit. The FAA notes that 

carriers at DCA regularly engage in 

swapping slots for retiming purposes or 

in temporary leasing of slots and those 

options remain available for carriers to 

manage slot holdings at the airport. 

In addition, the FAA is extending a 

limited, conditional waiver from 

minimum usage requirements at JFK 

and LGA and providing similar relief at 

EWR under the Level 2 process for 

departure slots or approved schedules 

between 2100 and 2200 used for 

nonstop service to DCA, as well as slots 

or approved schedules associated with a 

DCA departure between 0500 and 0659 

used for nonstop service to those slotcontrolled or schedule facilitated New 

York City area airports. Carriers may 

also choose to use those slots at JFK and 

LGA or the approved runway times at 

EWR for operations to other markets 

than DCA. 

The FAA will treat as used the 

specific slots impacted by the 

construction for the period from March 

31, 2024, through October 26, 2024. 

This provides some time before and 

after the currently planned runway 

closure dates to accommodate potential 

changes to the construction schedule 

and provides carriers that may need 

some relief on either side of the current 

anticipated construction dates to phase 

in or phase out current operations. The 

relief is subject to the following 

conditions: 

1. The specific slots must be returned 

to the FAA at least four weeks prior to 

the date of the FAA-approved operation, 

by submission to 7-awa-slotadmin@

faa.gov. 

2. Slots newly allocated after 

December 15, 2023, for initial use before 

October 26, 2024, are not eligible for 

relief. 

3. Slots authorized at DCA by 

Department of Transportation or FAA 

exemptions are not eligible for relief. 

4. At JFK, LGA, and EWR only 

departure slots or approved schedules 

between 2100 and 2200 used for 

nonstop service to DCA and slots or 

approved schedules associated with a 

DCA departure between 0500 and 0659 

used for nonstop service to those slotcontrolled or schedule facilitated New 

York City area airport are eligible for 

relief. 

Issued in Washington, DC, on January 22, 

2024. 

Marc A. Nichols, 

Chief Counsel. 

Alyce Hood-Fleming, 

Vice President, System Operations Services. 

[FR Doc. 2024–01524 Filed 1–23–24; 11:15 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF COMMERCE 

Bureau of Industry and Security 

15 CFR Parts 734 and 746 

[Docket No. 240119–0019] 

RIN 0694–AJ48 

Implementation of Additional 

Sanctions Against Russia and Belarus 

Under the Export Administration 

Regulations (EAR) and Refinements to 

Existing Controls 

AGENCY: Bureau of Industry and 

Security, Department of Commerce. 

ACTION: Final rule. 

SUMMARY: In response to the Russian 

Federation’s (Russia’s) ongoing 

aggression against Ukraine and Belarus’s 

complicity in the invasion, the 

Department of Commerce is 

strengthening its existing sanctions 

under the Export Administration 

Regulations (EAR) against Russia and 

Belarus, including by expanding the 

scope of the EAR’s Russian and 

Belarusian Industry Sector Sanctions 

and making certain changes to the 

licensing requirements that apply to the 

occupied Crimea region of Ukraine as 

well. Additionally, this rule revises 

recent restrictions targeting Iran’s 

supply of Unmanned Aerial Vehicles to 

Russia. This rule also refines certain 

existing export controls on Russia and 

Belarus. The Department of Commerce 

is taking these actions to enhance the 

effectiveness of its controls on these 

countries and to better align them with 

those implemented by U.S. allies and 

partners. 

DATES: This rule is effective on January 

23, 2024. 

FOR FURTHER INFORMATION CONTACT: For 

general questions on this final rule, 

contact Eileen Albanese, Director, Office 

of National Security and Technology 

Transfer Controls, Bureau of Industry 

and Security, Department of Commerce, 

Phone: (202) 482–0092, Fax: (202) 482– 

482–3355, Email: rpd2@bis.doc.gov. For 

emails, include ‘‘Russia, Belarus, and 

Iran December 2023 export control 

measures’’ in the subject line. 

SUPPLEMENTARY INFORMATION: 

I. Background 

In response to Russia’s February 2022 

further invasion of Ukraine, BIS 

imposed extensive sanctions on Russia 

under the Export Administration 

Regulations (15 CFR parts 730 through 

774) (EAR) as part of the final rule 

‘‘Implementation of Sanctions Against 

Russia Under the Export Administration 

Regulations (EAR)’’ (the Russia 

Sanctions Rule) (87 FR 12226, March 3, 

2022). To address Belarus’s complicity 

in the invasion, BIS imposed similar 

sanctions on Belarus under the EAR in 

a final rule, ‘‘Implementation of 

Sanctions Against Belarus’’ (‘‘Belarus 

Sanctions Rule’’) (87 FR 13048, March 

6, 2022). During the last two years, BIS 

has published a number of additional 

final rules strengthening the export 

controls on Russia and Belarus, 

including measures undertaken in 

coordination with U.S. allies and 

partners. 

Most recently, BIS strengthened its 

existing sanctions under the EAR 

against Russia and Belarus, including by 

expanding the scope of the EAR’s 

Russian and Belarusian Industry Sector 

Sanctions and by expanding the foreign 

direct product rule that already applied 

to Russia and Belarus to apply as well 

to the Crimea region of Ukraine, which 

has been occupied by Russia since 2014 

(88 FR 33422, May 22, 2023). 

Additionally, that rule revised 

restrictions implemented in a February 

2023 rule, ‘‘Export Control Measures 

Under the Export Administration 

Regulations (EAR) to Address Iranian 

Unmanned Aerial Vehicles (UAVs) and 

Their Use by the Russian Federation,’’ 

targeting Iran’s supply of Unmanned 

Aerial Vehicles (UAVs) to Russia and 

refined existing export controls on 

Russia and Belarus (Iran UAV rule) (88 

FR 12150, February 27, 2023). The 

Department of Commerce took these 

actions to enhance the effectiveness of 

its controls on these countries and to 

better align them with those 

implemented by U.S. allies and 

partners. 

Taken together, these actions under 

the EAR reflect the U.S. Government’s 

position that Russia’s invasion of 

Ukraine and Belarus’s complicity in the 

invasion, flagrantly violate international 

law, are contrary to U.S. national 

security and foreign policy interests, 

and undermine global order, peace, and 

security. 

The export control measures in this 

final rule build upon the policy 

objectives set forth in the earlier rules 

referenced above. The adoption of these 

measures, undertaken in part to better 

align U.S. controls with the stringent 

measures implemented by partners and 

allies, will enhance the effectiveness of 

the multilateral sanctions on Russia by 

further limiting Russia’s access to items 

that enable its military capabilities and 

to sources of revenue that could support 

those capabilities. Additionally, the new 

or expanded controls specified in this 

rule target Belarus as part of the U.S. 

response to the country’s complicity in 


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