42994 Federal Register / Vol. 78, No. 138 / Thursday, July 18, 2013 / Notices 

8 17 CFR 200.30–3(a)(12). 

investors, or otherwise in furtherance of 

the purposes of the Act. 

IV. Solicitation of Comments 

Interested persons are invited to 

submit written data, views and 

arguments concerning the foregoing, 

including whether the proposed rule 

change is consistent with the Act. 

Comments may be submitted by any of 

the following methods: 

Electronic Comments 

• Use the Commission’s Internet 

comment form (http://www.sec.gov/ 

rules/sro.shtml) or 

• Send an email to rulecomments@sec.gov. Please include File 

Number SR–CME–2013–08 on the 

subject line. 

Paper Comments 

• Send paper comments in triplicate 

to Elizabeth M. Murphy, Secretary, 

Securities and Exchange Commission, 

100 F Street NE., Washington, DC 

20549–1090. 

All submissions should refer to File 

Number SR–CME–2013–08. This file 

number should be included on the 

subject line if email is used. To help the 

Commission process and review your 

comments more efficiently, please use 

only one method. The Commission will 

post all comments on the Commission’s 

Internet Web site (http://www.sec.gov/ 

rules/sro.shtml). Copies of the 

submission, all subsequent 

amendments, all written statements 

with respect to the proposed rule 

change that are filed with the 

Commission, and all written 

communications relating to the 

proposed rule change between the 

Commission and any person, other than 

those that may be withheld from the 

public in accordance with the 

provisions of 5 U.S.C. 552, will be 

available for Web site viewing and 

printing in the Commission’s Public 

Reference Room, 100 F Street NE., 

Washington, DC 20549, on official 

business days between the hours of 

10:00 a.m. and 3:00 p.m. Copies of such 

filing also will be available for 

inspection and copying at the principal 

office of CME and on CME’s Web site 

(http://www.cmegroup.com/marketregulation/files/sec_19b-4_13-08.pdf). 

All comments received will be posted 

without change; the Commission does 

not edit personal identifying 

information from submissions. You 

should submit only information that 

you wish to make available publicly. All 

submissions should refer to File 

Number SR–CME–2013–08 and should 

be submitted on or before August 8, 

2013. 

For the Commission, by the Division of 

Trading and Markets, pursuant to delegated 

authority.8

Elizabeth M. Murphy, 

Secretary. 

[FR Doc. 2013–17195 Filed 7–17–13; 8:45 am] 

BILLING CODE 8011–01–P 

SMALL BUSINESS ADMINISTRATION 

[Disaster Declaration #13579 and #13580] 

Illinois Disaster Number IL–00041 

AGENCY: U.S. Small Business 

Administration. 

ACTION: Amendment 4. 

SUMMARY: This is an amendment of the 

Presidential declaration of a major 

disaster for the State of Illinois (FEMA– 

4116–DR), dated 05/10/2013. 

Incident: Severe storms, straight-line 

winds and flooding. 

Incident Period: 04/16/2013 through 

05/05/2013. 

Effective Date: 07/02/2013. 

Physical Loan Application Deadline 

Date: 07/24/2013. 

EIDL Loan Application Deadline Date: 

02/10/2014. 

ADDRESSES: Submit completed loan 

applications to: U.S. Small Business 

Administration, Processing and 

Disbursement Center, 14925 Kingsport 

Road, Fort Worth, TX 76155. 

FOR FURTHER INFORMATION CONTACT: A 

Escobar, Office of Disaster Assistance, 

U.S. Small Business Administration, 

409 3rd Street SW., Suite 6050, 

Washington, DC 20416. 

SUPPLEMENTARY INFORMATION: The notice 

of the President’s major disaster 

declaration for the State of Illinois, 

dated 05/10/2013 is hereby amended to 

extend the deadline for filing 

applications for physical damages as a 

result of this disaster to 07/24/2013. 

All other information in the original 

declaration remains unchanged. 

(Catalog of Federal Domestic Assistance 

Numbers 59002 and 59008) 

James E. Rivera, 

Associate Administrator for Disaster 

Assistance. 

[FR Doc. 2013–17250 Filed 7–17–13; 8:45 am] 

BILLING CODE 8025–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Office of Commercial Space 

Transportation 

Waiver of 14 CFR 437.29 and 437.55(a) 

for Scaled Composites, LLC 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of waiver. 

SUMMARY: This notice concerns a waiver 

to Scaled Composites, LLC (Scaled) 

from the requirements of 14 CFR 437.29 

and 437.55(a) to provide the FAA a 

hazard analysis that identifies, 

mitigates, and verifies and validates 

mitigation measures for hazards created 

by software and human error. The FAA 

finds that a waiver is in the public 

interest and will not jeopardize public 

health and safety, safety of property, 

and national security and foreign policy 

interests of the United States. 

FOR FURTHER INFORMATION CONTACT: For 

technical questions concerning this 

waiver, contact Michael Kelly, Chief 

Engineer, Commercial Space 

Transportation, AST–004, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone: (202) 

267–7588; email: 

Michael.S.Kelly@faa.gov. For legal 

questions concerning this waiver, 

contact Sabrina Jawed, Attorneyadvisor, Space Law Branch, AGC–250, 

Office of the Chief Counsel, Regulations 

Division, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8839; email: 

Sabrina.Jawed@faa.gov. 

SUPPLEMENTARY INFORMATION:

Background 

On May 23, 2012, the FAA’s Office of 

Commercial Space Transportation (AST) 

issued Scaled Experimental Permit No. 

12–007. On March 6, 2013, Scaled 

submitted an application to renew its 

experimental permit, which was to 

expire on May 22, 2013. In its 

application for renewal, Scaled 

included modifications to its permit to 

reflect changes made to SpaceShipTwo 

(SS2). In March of 2013, Scaled 

provided updates to the original hazard 

analysis for FAA assessment. Upon 

reviewing Scaled’s application to renew 

its permit, the FAA determined that 

Scaled did not fully meet the 

requirements of 14 CFR 437.29 and 

437.55(a). 

Scaled did not meet these 

requirements because it did not identify 

human or software error as causing 


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Federal Register / Vol. 78, No. 138 / Thursday, July 18, 2013 / Notices 42995 

hazards. It did not identify these errors 

as causing hazards on the grounds that 

the mitigations it had in place would 

prevent the hazards from occurring. 

Scaled emphasizes aircraft and 

spacecraft design redundancy, flight and 

maintenance procedures, and ground 

and flight crew training to mitigate 

against hazards caused by human and 

software errors. 

Scaled employs a number of different 

approaches to safety derived from its 

aviation heritage. These include a 

training program, an incremental 

approach to flight testing, use of chase 

planes, use of a two-pilot model, the 

remoteness of its operating area and use 

of a winged vehicle. 

The FAA’s Authority and Waiver 

Criteria 

The FAA issues experimental permits 

under authority granted to the Secretary 

of Transportation under 51 U.S.C. 50906 

and delegated to the FAA 

Administrator. The FAA may waive an 

experimental permit requirement if the 

waiver (1) Will not jeopardize public 

health and safety or safety of property, 

(2) will not jeopardize national security 

and foreign policy interests of the 

United States, and (3) will be in the 

public interest. 51 U.S.C. 50905(b)(3); 14 

CFR 404.5(b). 

A. Scaled did not Meet the 

Requirements of Sections 437.29 and 

437.55(a) 

Section 437.29 requires an applicant 

for a permit to perform a hazard analysis 

that complies with section 437.55(a), 

and to provide the FAA all results of 

each step of the hazard analysis 

required by section 437.55(a). Section 

437.55(a) requires an applicant to 

perform a hazard analysis that 

identifies, mitigates, and validates and 

verifies mitigation measures for each 

hazard. Scaled did not identify and 

describe all hazards resulting from 

human and software error as part of its 

hazard analysis, and therefore did not 

fully satisfy sections 437.29 and 

437.55(a). 

B. Operation of the SpaceShipTwo 

Vehicle 

The FAA waives the hazard analysis 

requirements of sections 437.29 and 

437.55(a) for Scaled for software and 

human error because the SS2 operation 

will not jeopardize public health and 

safety or safety of property, national 

security or foreign policy interests of the 

United States, and is in the public 

interest. 

i. Public Health and Safety or Safety of 

Property 

A hazard analysis serves to reduce 

risk to the public by limiting the 

possibility of a vehicle mishap. 

Although Scaled did not complete its 

hazard analysis as required by the 

regulations, the combination of its 

training program, incremental approach 

to flight testing, use of chase planes, and 

two-pilot model, as well as the limited 

duration of the permit and thus the 

waiver, the remoteness of its operating 

area and its use of a winged vehicle 

combine to allow the FAA to find that 

Scaled’s activities will not jeopardize 

public health and safety or safety of 

property. 

(1) Training Program 

Although Scaled’s hazard analysis 

under section 437.55(a) did not 

associate the hazards it mitigated 

specifically with whether they were 

caused by human error, Scaled’s 

training program provides part of the 

basis for the FAA to find that Scaled’s 

permitted activities will not jeopardize 

public health and safety or safety of 

property. Scaled’s approach to flight 

safety and training derives from aviation 

flight testing. Scaled generally requires 

that its pilots have at least 1,500 hours 

of flight time, as well as specific 

experience in jet and glider aircraft. 

Scaled uses three different devices to 

train SS2 pilots and crew. The devices 

are (1) An SS2 simulator, (2) a 

WhiteKnightTwo aircraft, and (3) an 

aerobatic aircraft, or other g tolerance 

training device. 

Scaled’s SS2 simulator mimics the 

SS2 itself. The simulator duplicates the 

SS2 cabin layout, including the 

avionics, switches, controls, and 

windows. The simulator also provides 

wrap-around video simulation and 

sound effects. This gives the pilot depth 

perception and the ability to make 

accurate landing approaches and other 

maneuvers. The simulator also mimics 

SS2 flight dynamics. The simulator has 

the ability to dynamically simulate both 

control forces and effectiveness in all 

flight regimes. The control forces are 

dynamically linked to aerodynamics of 

all phases of flight. The simulator also 

simulates wind profiles, thrust 

asymmetries, and an array of failure 

conditions. 

Using flight simulators allows for indepth training, including the practice of 

critical emergency procedures, in a safer 

environment. Scaled’s use of a flight 

simulator that mimics the SS2 allows 

Scaled’s pilots to become familiar with 

how the SS2 operates and responds 

during launch, flight, and reentry, and 

helps improve the SS2 pilot’s response 

time. Simulators allow pilots to gain 

experience flying the spacecraft. 

Simulators also allow pilots and crew to 

practice flying in emergency or other 

flight conditions that would be 

dangerous to recreate in the airspace. 

Scaled also uses its flight simulator to 

develop mission specific trajectories, 

identify the envelopes of potential 

failure trajectories, and validate flight 

rules and abort procedures. The 

simulator models nominal and offnominal flight environment and 

incorporates reasonably foreseeable 

failure scenarios. Scaled updates the 

simulations based on data obtained from 

actual flights to improve the simulator’s 

fidelity and accuracy. Scaled runs its 

simulator 1.4 times faster than actual 

flight in order to ensure that pilots and 

ground crew are trained to respond 

quickly to various flight conditions and 

anomalies. By practicing various 

nominal and non-nominal scenarios in 

the SS2 simulator, pilots are able to 

rehearse how to operate the SS2. This 

training also enhances the speed and 

reaction time of the crew, and allows 

the crew to practice working together to 

run various procedures, such as going 

through the checklist. Continuous 

updates ensure that the simulator 

provides the most accurate modeling of 

the way the vehicle will perform at 

various altitudes and attitudes, so that 

the crew can best experience how the 

SS2 will react during flight. 

SS2’s flight crew also uses 

WhiteKnightTwo for training because it 

replicates SS2’s flight profile. When the 

WhiteKnightTwo’s spoil-flaps are 

deployed, it has a similar flight path and 

descent profile to the SS2. SS2 pilots fly 

at least three WhiteKnightTwo flights 

simulating SS2 approaches prior to an 

SS2 flight. Flight crew are able to fly in 

the WhiteKnightTwo in order to 

practice what it will be like when they 

are flying the SS2. 

Use of the WhiteKnightTwo builds 

upon the simulator training. While the 

simulator mimics flight conditions in 

most cases, it is not a multi-axis 

simulator, which means it will not pitch 

in a vertical motion and not always 

mimic real flight conditions. The 

WhiteKnightTwo is able to replicate the 

full flight and the actual feel of flight in 

the SS2. Additional training in the 

WhiteKnightTwo, which has a cockpit 

that mimics the SS2, allows pilots and 

crew to experience more accurate flight 

conditions than the simulator in some 

instances. 

Lastly, as part of ongoing g tolerance 

training, the SS2 crew completes an 

aerobatic training course that covers g 

tolerance, motion sickness, and unusual 


TKELLEY on DSK3SPTVN1PROD with NOTICES
42996 Federal Register / Vol. 78, No. 138 / Thursday, July 18, 2013 / Notices 

attitudes. This training is performed in 

a small aerobatic aircraft. SS2 crew may 

also train in a g tolerance training 

device, such as a centrifuge. 

To the extent that physical human 

vulnerability plays a role in safety, 

Scaled’s coverage of g tolerance, motion 

sickness and unusual attitudes helps 

safety on two fronts. First, it trains a 

pilot to recognize the onset of, 

experience, and recover from the 

anticipated stresses of launch. Also, it 

allows an operator to determine that a 

pilot remains functional while 

withstanding the anticipated stresses of 

the launch. 

(2) Incremental Approach to Flight 

Testing 

Another important factor in the FAA’s 

ability to grant this waiver is Scaled’s 

incremental approach to flight testing. 

Scaled’s test program is divided into 

three phases: 1) Subsonic glide flights, 

2) powered flight to maximum altitude, 

and 3) repeatability demonstrations. 

Scaled employs an incremental 

approach to flight testing, and flight 

tests in three different phases. Before 

moving to a new phase, Scaled ensures 

that it has mitigated or eliminated the 

hazards it observed during the previous 

phase. By changing only a limited 

number of variables at a time, Scaled is 

able to identify which variables result in 

hazards, isolate those variables, and take 

steps to mitigate or eliminate the 

hazards. Scaled then runs additional 

tests until it is satisfied that it has 

eliminated or mitigated the hazard. 

During phase one, WhiteKnightTwo 

releases SS2 to allow Scaled to observe 

its actions during glide flight. During 

phase two, WhiteKnightTwo releases 

SS2, and SS2 performs rocket-powered 

flight. Phase two ends with a successful 

demonstration of the maximum altitude 

performance of the vehicle. Phase three 

demonstrates that SS2 can repeatedly 

perform proficiently during rocketpowered flight. For each new flight, 

Scaled varies only one parameter at a 

time, especially in the case of critical 

components where a failure could 

quickly take the aircraft from a safe 

flight condition to a potentially 

hazardous one. For example, Scaled 

tests the feathering operation of the 

vehicle during each phase. To do this, 

Scaled feathers and defeathers the 

vehicle in flight at varying Mach 

numbers and altitudes. Test pilots will 

evaluate the handling of the vehicle in 

both the feathered and unfeathered 

configuration at each Mach number and 

altitude. 

Incremental testing ensures that 

Scaled is able to study the reactions of 

the vehicle during different stages of 

flight. By moving from a less complex 

flight (glide) to a more complex flight 

(rocket-powered), Scaled is able to 

isolate and identify variables that cause 

hazards, address those hazards, and retest to ensure that the mitigations were 

effective. 

(3) Use of Chase Planes and Two-Pilot 

Model 

Scaled uses two chase planes and two 

pilots for SS2’s flight. Scaled’s use of 

two chase planes and two pilots allows 

Scaled to identify problems when the 

system itself fails to disclose them, and 

provides redundancy. The chase planes 

are able to monitor the WhiteKnightTwo 

and the SS2, so that if there is a 

computer failure and the pilot would 

not otherwise know of an external 

failure, such as the failure of the landing 

gear to lower, the chase planes are able 

to provide that information. Upon 

reentry of SS2, Scaled uses 

WhiteKnightTwo as an additional chase 

plane. 

The pilots of chase planes look for 

any external abnormalities in SS2. If an 

abnormality is identified, the chase 

plane is able to communicate the issue 

to both the ground crew and the pilots 

onboard SS2. If the communications 

and telemetry systems stop functioning 

in the carrier aircraft, the chase planes 

can communicate with the carrier 

aircraft by radio. The radio operates on 

a separate frequency than the telemetry 

system on the SS2 and 

WhiteKnightTwo. Also, if the SS2 

multifunctional displays and the 

independent attitude/air data computer 

and display become inoperable during 

gliding flight, the chase planes can lead 

the vehicle to landing if necessary. 

The chase planes provide additional 

situational awareness for pilots and 

crew on the carrier aircraft and SS2, and 

ground crew. The use of two chase 

planes is a safety measure that 

eliminates or mitigates potential 

hazards. The chase planes are able to 

identify anomalies and communicate 

them directly to the SS2 or carrier 

airplane pilots. They serve as an extra 

set of eyes to ensure that any unplanned 

events that do occur are identified and 

addressed as quickly as possible. 

Scaled uses two rather than one pilot 

because if one pilot becomes 

incapacitated, the other pilot can fly the 

spacecraft. In both emergencies and 

nominal flight operations, both pilots 

are able to work together to enhance 

situational awareness. For example, 

each pilot is able to verify with the other 

that the checklist is correct and the 

spacecraft is functioning normally. Pilot 

error on the part of one pilot can be 

corrected by the other, and in situations 

where a decision must be made, two 

fully-qualified pilots can consult 

quickly. The use of two pilots may 

eliminate or mitigate potential hazards. 

(4) Duration 

Because an experimental permit is by 

design a brief authorization of one year, 

minimal levels of residual error and 

thus risk may accumulate, but not at 

levels that would jeopardize public 

health and safety. Without a full system 

safety analysis of software and human 

error, error may accumulate over time. 

For example, latent software and 

hardware incompatibilities may develop 

with changes and updates. Although 

such error could build over time, it 

would not within the time period of a 

permit. Additionally, the one-year 

duration of the permit means that this 

waiver will also be of brief duration, 

and there is a reduced likelihood of 

employee turnover and any attendant 

loss of corporate memory at Scaled in 

that time. 

(5) Remoteness of Operating Area and 

Controllability of Vehicle 

Finally, Scaled’s operating area is 

remote enough that, were it to 

experience a catastrophic failure, it 

would not jeopardize public health and 

safety. Additionally, the SS2 is a winged 

vehicle, and therefore maneuverable. 

Scaled is conducting launches of SS2 

in a very remote location. The southern 

end of the operating area where Scaled 

plans to conduct its test flights has a 

population density of about 17 people 

per square mile. The area Scaled plans 

to use for the rocket-powered ascent 

phase of flight includes approximately 

450 people in a 140 square mile area, or 

just over three people per square mile. 

The operating area for SS2 is also very 

large at approximately 5,000 square 

miles, in order to ensure that SS2 

operations are contained within a 

sparsely populated area. 

Additionally, SS2 is a winged vehicle. 

Scaled’s pilots are able to control and 

maneuver SS2 to ensure it stays away 

from populated areas, including the 

exclusion zones inside the operating 

area. The pilots can ensure that the SS2 

operates only in the areas with the 

sparsest population. 

Scaled did not fully comply with the 

hazard analysis required by section 

437.55(a), but the FAA finds that 

Scaled’s operations will not jeopardize 

public health and safety or safety of 

property because of the combination of 

its flight test program, training, 

incremental flight testing, chase planes, 

two pilots, and the remoteness of its 

operating area. 


TKELLEY on DSK3SPTVN1PROD with NOTICES
Federal Register / Vol. 78, No. 138 / Thursday, July 18, 2013 / Notices 42997 

ii. National Security and Foreign Policy 

Implications 

This waiver does not have an impact 

on any national security or foreign 

policy interests of the United States. 

Scaled’s launch operations will take 

place within the United States and 

within a specifically defined area that is 

used for military operations. 

iii. Public Interest 

The FAA finds that granting this 

waiver is in the public interest. The 

Commercial Space Launch Act provides 

that the United States should encourage 

private sector launches, reentries, and 

associated services. Additionally, 

Congress established Chapter 509 to 

promote economic growth and 

entrepreneurial activity through use of 

the space environment for peaceful 

purposes. 

This waiver is consistent with the 

public interest goals of Chapter 509. The 

SS2 test flights will stimulate economic 

growth, spur technological 

developments and create aerospace 

business opportunities such as carrying 

scientific payloads and space tourists on 

trips to the edge of space and back. The 

FAA finds that granting this waiver is in 

the public interest because the SS2 

flights further the purposes Congress 

articulated for Chapter 509. 

Issued in Washington, DC on July 9, 2013. 

George C. Nield, 

Associate Administrator for Commercial 

Space Transportation. 

[FR Doc. 2013–17169 Filed 7–17–13; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

Membership Availability in the National 

Parks Overflights Advisory Group 

Aviation Rulemaking Committee 

ACTION: Notice. 

SUMMARY: The National Park Service 

(NPS) and the Federal Aviation 

Administration (FAA), as required by 

the National Parks Air Tour 

Management Act of 2000, established 

the National Parks Overflights Advisory 

Group (NPOAG) in March 2001. The 

NPOAG was formed to provide 

continuing advice and counsel with 

respect to commercial air tour 

operations over and near national parks. 

This notice informs the public of two 

vacancies on the NPOAG [now the 

NPOAG Aviation Rulemaking 

Committee (ARC)] for members 

representing commercial air tour 

operators (one vacancy) and 

environmental concerns (one vacancy) 

and invites interested persons to apply 

to fill the vacancies. 

DATES: Persons interested in serving on 

the NPOAG ARC should contact Mr. 

Keith Lusk in writing and postmarked 

or emailed on or before August 16, 2013. 

FOR FURTHER INFORMATION CONTACT: 

Keith Lusk, AWP–1SP, Special 

Programs Staff, Federal Aviation 

Administration, Western-Pacific Region 

Headquarters, P.O. Box 92007, Los 

Angeles, CA 90009–2007, telephone: 

(310) 725–3808, email: Keith.Lusk@faa.

gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The National Parks Air Tour 

Management Act of 2000 (the Act) was 

enacted on April 5, 2000, as Public Law 

106–181. The Act required the 

establishment of the advisory group 

within 1 year after its enactment. The 

advisory group was established in 

March 2001, and is comprised of a 

balanced group of representatives of 

general aviation, commercial air tour 

operations, environmental concerns, 

and Native American tribes. The 

Administrator of the FAA and the 

Director of NPS (or their designees) 

serve as ex officio members of the 

group. Representatives of the 

Administrator and Director serve 

alternating 1-year terms as chairman of 

the advisory group. 

The advisory group provides ‘‘advice, 

information, and recommendations to 

the Administrator and the Director— 

(1) On the implementation of this title 

[the Act] and the amendments made by 

this title; 

(2) On commonly accepted quiet 

aircraft technology for use in 

commercial air tour operations over a 

national park or tribal lands, which will 

receive preferential treatment in a given 

air tour management plan; 

(3) On other measures that might be 

taken to accommodate the interests of 

visitors to national parks; and 

(4) At the request of the Administrator 

and the Director, safety, environmental, 

and other issues related to commercial 

air tour operations over a national park 

or tribal lands.’’ 

Members of the advisory group may 

be allowed certain travel expenses as 

authorized by section 5703 of Title 5, 

United States Code, for intermittent 

Government service. 

By FAA Order No. 1110–138, signed 

by the FAA Administrator on October 

10, 2003, the NPOAG became an 

Aviation Rulemaking Committee (ARC). 

FAA Order No. 1110–138, was amended 

and became effective as FAA Order No. 

1110–138A, on January 20, 2006. 

The current NPOAG ARC is made up 

of one member representing general 

aviation, three members representing 

the commercial air tour industry, four 

members representing environmental 

concerns, and two members 

representing Native American tribal 

concerns. Current members of the 

NPOAG ARC are: Heidi Williams 

representing general aviation; Alan 

Stephen, and Mark Francis representing 

commercial air tour concerns; Michael 

Sutton, Gregory Miller, and Dick 

Hingson representing environmental 

interests; Rory Majenty and Martin 

Begaye, representing Native American 

tribes. 

In order to retain balance within the 

NPOAG ARC, the FAA and NPS invite 

persons interested in serving on the 

ARC to represent commercial air tour 

operators and environmental concerns 

to contact Mr. Keith Lusk (contact 

information is written above in FOR

FURTHER INFORMATION CONTACT). 

Requests to serve on the ARC must be 

made to Mr. Lusk in writing and 

postmarked or emailed on or before 

August 16, 2013. The request should 

indicate whether or not you are a 

member of an association or group 

representing commercial air tours or 

environmental concerns, or have 

another affiliation with issues relating to 

aircraft flights over national parks. The 

request should also state what expertise 

you would bring to the NPOAG ARC as 

related to the vacancy you are seeking 

to fill (e.g., environmental concerns). 

The term of service for NPOAG ARC 

members is 3 years. 

On June 18, 2010, President Obama 

signed a Presidential Memorandum 

directing agencies in the Executive 

Branch not to appoint or re-appoint 

federally registered lobbyists to advisory 

committees and other boards and 

commissions. Therefore, before 

appointing an applicant to serve on the 

NPOAG, the FAA and NPS will require 

the prospective candidate to certify that 

they are not a federally registered 

lobbyist. 

Issued in Hawthorne, CA, on July 11, 2013. 

Keith Lusk, 

Program Manager, Special Programs Staff, 

Western-Pacific Region. 

[FR Doc. 2013–17254 Filed 7–17–13; 8:45 am] 

BILLING CODE P 


TKELLEY on DSK3SPTVN1PROD with NOTICES