19594 Federal Register / Vol. 61, No. 86 / Thursday, May 2, 1996 / Proposed Rules

submitted in triplicate to the address

listed above. Commenters wishing the

FAA to acknowledge receipt of their

comments on this notice must submit

with those comments a self-addressed,

stamped postcard on which the

following statement is made:

‘‘Comments to Airspace Docket No. 96–

ANM–008.’’ The postcard will be date/

time stamped and returned to the

commenter. All communications

received on or before the specified

closing date for comments will be

considered before taking action on the

proposed rule. The proposal contained

in this notice may be changed in the

light of comments received. All

comments submitted will be available

for examination at the address listed

above both before and after the closing

date for comments. A report

summarizing each substantive public

contact with FAA personnel concerned

with this rulemaking will be filed in the

docket.

Availability of NPRM’s

Any person may obtain a copy of this

NPRM by submitting a request to the

Federal Aviation Administration,

Operations Branch, ANM–530, 1601

Lind Avenue SW., Renton, Washington

98055–4056. Communications must

identify the notice number of this

NPRM. Persons interested in being

placed on a mailing list for future

NPRM’s should also request a copy of

Advisory Circular No. 11–2A, which

describes the application procedure.

The Proposal

The FAA is considering an

amendment to part 71 of the Federal

Aviation Regulations (14 CFR part 71) to

amend Class E airspace at La Grande,

Oregon, to accommodate a new GPS

SIAP to the La Grande/Union County

Airport. The area would be depicted on

aeronautical charts for pilot reference.

The coordinates for this airspace docket

are based on North American Datum 83.

Class E airspace areas extending upward

from 700 feet or more above the surface

of the earth are published in Paragraph

6005 of FAA Order 7400.9C dated

August 17, 1995, and effective

September 16, 1995, which is

incorporated by reference in 14 CFR

71.1. The Class E airspace designation

listed in this document would be

published subsequently in the Order.

The FAA has determined that this

proposed regulation only involves an

established body of technical

regulations for which frequent and

routine amendments are necessary to

keep them operationally current. It,

therefore, (1) is not a ‘‘significant

regulatory action’’ under Executive

Order 12866; (2) is not a ‘‘significant

rule’’ under DOT Regulatory Policies

and Procedures (44 FR 11034; February

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

preparation of a regulatory evaluation as

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.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

The Proposed Amendment

In consideration of the foregoing, the

Federal Aviation Administration

proposes to amend 14 CFR part 71 as

follows:

PART 71—[AMENDED]

1. The authority citation for 14 CFR

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; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9C, Airspace

Designations and Reporting Points,

dated August 17, 1995, and effective

September 16, 1995, is amended as

follows:

Paragraph 6005 Class E airspace areas

extending upward from 700 feet or more

above the surface of the earth.

* * * * * *

ANM OR E5 La Grande, OR

La Grande/Union County Airport, OR

(Lat 45°17′25′′ N, long. 118°00′26′′ W)

Walla Walla VOR/DME

(Lat 46°05′13′′ N, long. 118°17′33′′ W)

That airspace extending upward from 700

feet above the surface bounded on the north

by a line beginning at lat. 45°38′59′′ N, long.

118°02′04′′ W, extending eastwardly to lat.

45°37′00′′ N, long. 117°44′34′′ W, on the east

by a line extending to lat. 45°15′29′′ N, long.

117°49′04′′ W, on the south by a line

extending to lat. 45°17′29′′ N, long.

118°07′04′′ W, on the west by a line

extending to the point of beginning, and

within a 4.3-mile radius of the La Grande/

Union County Airport, that airspace

extending upward from 1,200 feet above the

surface bounded by a line beginning at lat.

45°38′59′′ N, long. 118°02′04′′ W, extending

northwest along V–357 to the Walla Walla

VOR/DME 16.6-mile radius, thence north

along the Walla Walla VOR/DME 16.6-mile

radius until intercepting lat. 46°00′00′′ N,

thence eastward along lat. 46°00′00′′ N, to

long. 117°02′00′′ W, thence south along long.

117°02′00′′ W until intercepting V–298,

thence westward along V–298 to lat.

45°23′30′′ N, long. 117°47′10′′ W, to lat.

45°37′00′′ N, long. 117°44′34′′ W, thence to

the point of beginning, and that airspace

bounded on the north by the southwest edge

of V–298, on the east by the Boise, ID Enroute

Domestic Airspace Area, on the south by the

north edge of V–121, on the west by the east

edge of V–182–397, excluding that airspace

within Federal airways and the Baker, OR,

Class E airspace area.

* * * * *

Issued in Seattle, Washington, on April 19,

1996.

Richard E. Prang,

Acting Assistant Manager, Air Traffic

Division, Northwest Mountain Region.

[FR Doc. 96–10968 Filed 5–1–96; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF COMMERCE

National Oceanic and Atmospheric

Administration

15 CFR Part 946

[Docket No. 960418114–6114–01]

RIN 0648–AF72

Weather Service Modernization Criteria

AGENCY: National Weather Service,

National Oceanic and Atmospheric

Administration, Department of

Commerce.

ACTION: Proposed amendment; request

for comments.

SUMMARY: In accordance with the

Weather Service Modernization Act,

(the Act), the National Weather Service

(NWS) is publishing a proposed

amendment to its criteria for

modernization actions requiring

certification. This amendment adds

criteria unique to automating a field

office to ensure that automation actions

will not result in any degradation of

service. Automating a field office occurs

after automated surface observing

system (ASOS) equipment is installed

and commissioned at a field office and

the NWS employees that were

performing surface observations at that

office are removed or reassigned. At

sites where NWS will remain, such as

Weather Forecast Offices, NWS will

perform the necessary augmentation and

back-up, therefore no automation

certification is required.

DATES: Comments are requested by June

1, 1996.

ADDRESSES: Requests for copies of

documents stated in the preamble as

being available upon request and

comments should be sent to Julie

Scanlon, NOAA/NWS, SSMC2, Room
Federal Register / Vol. 61, No. 86 / Thursday, May 2, 1996 / Proposed Rules 19595

9332, 1325 East—West Highway, Silver

Spring, Maryland 20910.

FOR FURTHER INFORMATION CONTACT:

Nicholas Scheller, 301–713–0454.

SUPPLEMENTARY INFORMATION: Section

704(a) of the Act requires the NWS to

contract with the National Research

Council (NRC) for a review of the

scientific and technical criteria for

specified modernization actions. The

NRC conducted this review and

submitted the required report assessing

the criteria to the Secretary of

Commerce on July 28, 1993. Readers

may obtain a copy of this Report from

the contact and at the address provided

above.

Section 704(b) of the Act requires the

NWS to publish the criteria in the

Federal Register, based on the NRC

Report, after providing an opportunity

for public comment and after consulting

with the NRC and the Modernization

Transition Committee (the Committee)

established by section 707 of the Act.

On March 2, 1994 the NWS published

many of the required criteria as

Appendix A to the general

modernization regulations at 15 CFR

946 (see 59 FR 9921). These criteria

were published in four categories as

follows:

(1) those for modernization actions

that do not require prior certification of

no degradation of service, i.e.,

commissioning new weather

observation systems and

decommissioning outdated NWS radars

(Appendix A, Section I.);

(2) those for modernization actions

that require certification and that are

common to all such actions, e.g.,

providing appropriate notification in the

National Implementation Plan,

describing local weather characteristics

and related weather concerns;

comparing services before and after the

action (Appendix A, Section II.A.);

(3) those for modernization actions

that require certification and that are

unique to consolidating field offices

(Appendix A, Section II.B.); and

(4) those for modernization actions

that require certification and that are

unique to relocating field offices

(Appendix A, Section II.C.).

Besides the proposed new criteria, the

criteria for commissioning an ASOS and

the criteria common to all

modernization actions requiring

certification are applicable to

automation actions. These sections of

the previously published criteria are

attached for reference (see Attachment

1).

At the time these criteria were

published, the remaining criteria unique

to automating field offices and the

criteria for losing these offices required

further development. Since no actions

to automate or close field offices were

imminent, the publication of these

additional criteria was deferred.

Developing the automation criteria

required further coordination with the

Federal Aviation Administration (FAA)

and the aviation industry to ensure that

they would adequately promote aviation

requirements. Developing these criteria

also required further refinement of the

NWS’ Supplementary Data Program.

There now appears to be general

agreement between the FAA and the

industry on aviation service levels

suitable for incorporation into the

criteria. In addition, the NWS has

published a Notice setting forth its

Supplementary Data Program (60 FR

64020, Dec. 13, 1995. Consequently the

NWS is now proposing the remaining

criteria unique to automation actions at

NWS field offices. These criteria would

be added to Section II of Appendix A to

15 CFR Part 946 as a new subsection D.

The NWS will continue to defer

publication of the criteria for closing

field offices.

As set forth in the NWS’s general

modernization regulations, automation

consists of removing or reassigning the

NWS employees responsible for taking

surface observations after an ASOS has

been commissioned. This process

generally occurs in two stages.

During the first state, an ASOS is

installed and commissioned and begins

to provide the official observations for

the relevant office. Thee primary

criterion at this stage is successful

commissioning of the ASOS in

accordance with the previously

published criteria (see Appendix A.

Section I.A.1). In addition, where the

ASOS is located on an airport, the

Secretary of Commerce, in consultation

with the Secretary of Transportation,

must determine that the weather

services provided after commissioning

will continue to be in full compliance

with applicable flight aviation rules

promulgated by the FAA. Providing this

determination is an additional criterion

at these sites. This determination was

completed on a programmatic basis per

a series of letters between Dr. Elbert W.

Friday, Jr., Assistant Administrator for

Weather Services and Mr. Anthony J.

Broderick, Associate Administrator for

Regulation and Certification, FAA,

dated, November 18, 1992, December

20, 1992, and January 15, 1993. These

letters will be included with each

automation certification in compliance

with 15 CFR 946.5(b).

At this first stage, the ASOS

observation alone often does not

provide a replacement for the manual

observations sufficient to maintain

equivalent-services. NWS employees

and/or contract personnel have

continued to augment the ASOS

observation pending a determination of

what weather observations, in addition

to those provided by ASOS, may be

needed and certification that the needed

observations can be provided by other

sources without degrading service.

During the second state of

automation, the NWS employees are

relieved of their remaining surface

observing responsibilities. The proposed

criteria are intended to provide the basis

for certifying that this action will not

result in any degradation of service, i.e.,

that the data from the ASOS, together

with the data available from other

sources are adequate to support

equivalent services. Automation of NWS

field offices will only occur at those

sites where there will no longer be an

NWS presence. At sites where NWS will

remain, such as Weather Forecast

Offices, NWS will perform the necessary

augmentation and back-up, therefore no

automation certification is required.

For aviation services, an important

source of additional data at many

airports is that provided by on-site

augmentation appended to the ASOS

observation. The extent of what level of

augmentation is necessary has been the

subject of extensive consultations

between the FAA and the aviation

industry. Beginning in June of 1994, the

FAA, the NWS, and the aviation

industry held a series of workshops to

define such requirements in a manner

acceptable to the broad range of aviation

users. The participants in these

workshops established the objectives

and framework for a joint demonstration

project which was conducted over a six

month period at 25 sites with bimonthly reviews by industry.

During this process, the FAA and the

aviation industry refined the FAA’s

historical practice of tailoring services

to the specific requirements of

individual airports, ranking all airports,

including the 143 airports served by

NWS field offices that are subject to

certification. This ranking was done

according to a composite score that

reflected three separate scores: one for

Bad Weather Operations, which factored

in both the percentage of time that the

airport is subject to specified adverse

weather conditions and total operations

at the airport; a second for distance to

the nearest suitable alternate airport;

and the third for certain airport

characteristics, such as categories of

Instrument Flight Rules (IFR) approach

capabilities, and operational

designations.
19596 Federal Register / Vol. 61, No. 86 / Thursday, May 2, 1996 / Proposed Rules

Based on this composite score, the

FAA and the aviation industry

identified four categories of airports and

the optimum level of augmentation for

each. The levels agreed to are set forth

in the Aviation Service Standards

Summary chart in Criterion II.D.4 and

those NWS airports in each category are

listed in Appendix B to the regulations.

The first category encompasses

approximately 300 nontowered airports

(involving 27 NWS field offices) referred

to as ‘‘D’’ Level Service airports, at

which the parties agreed that the ASOS

observation should constitute the entire

observation, i.e., no additional

parameters would be augmented, and

there would be no manual back-up.

Those 27 airports with NWS field

offices for which this level of service is

proposed are listed as ‘‘D’’ Level Service

airports in Appendix B.

The parties then agreed on the basic

level of augmentation that was needed

for purposes of aviation safety at all

commercial airports. This level, referred

to as ‘‘C’’ Level Service, would include

augmentation of the following

parameters: thunderstorms, tornados,

hail, virga, volcanic ash, and tower

visibility. In addition, there would be

on-site backup for the ASOS. This ‘‘C’’

Level Service of augmentation would be

provided at all towered airports. ‘‘C’’

Level Service was determined to be the

optimum level of augmentation at

approximately 300 towered airports,

including 51 airports with NWS field

offices. Those 51 airports with NWS

field offices are listed as ‘‘C’’ Level

Service airports in Appendix B.

At 135 airports, augmentation beyond

that required for aviation safety was

considered optimum. These airports

were divided into two categories: (1)

those 78 airports (involving 40 NWS

field offices) which received the highest

score, i.e., major aviation hubs and high

traffic volume airports with average or

worse weather, referred to as ‘‘A’’ Level

Service airports; and (2) the remaining

group of 57 airports (involving 25 NWS

field offices) that are smaller hubs or

special airports in other ways, that have

worse than average bad weather

operations for thunderstorms and/or

freezing/frozen precipitation, and/or

that are remote airports, referred to as

‘‘B’’ Level Service airports. The NWS

airports designated for these two levels

of service are listed in Appendix B

under ‘‘A’’ Level Service and ‘‘B’’ Level

Service respectively.

The maximum level of service, ‘‘A’’

Level Service, would involve

augmenting an ASOS observation by a

comprehensive suite of manual

observations including either long-line

Runway Visual Range (RVR) readings at

airports equipped with remote RVR

capability or, at other airports, observed

visibility increments down to an eighth

of a mile, sixteenth of a mile and zero.

The ‘‘B’’ Level Service would add

parameters such as ice pellets and snow

depth to the ‘‘C’’ Level Service, but

would not include certain parameters,

e.g., cloud types and cloud layers above

12,000 feet which are part of the ‘‘A’’

Level Service, but which were found

unnecessary because of less crowded

traffic patterns and/or the less diverse

and/or severe weather conditions at

these airports. Both ‘‘A’’ and ‘‘B’’ Level

Service airports (as well as ‘‘C’’ Level

Service airports, mentioned previously)

would have on-site backup for the

ASOS.

Criterion II.D.4a incorporates the

above augmentation levels into the

certification process for the NWS field

offices involved.

It should be noted that FAA funds,

not NWS funds, would be used to

provide the required level of

augmentation at airports transitioning to

the FAA. At the present time, funds are

available to provide augmentation

beyond the ‘‘C’’ Level only at those 22

airports with the maximum level of

aviation activity, commonly referred to

as FAA level 5 airports. The 10 NWS

field offices subject to automation

certification among these 22 airports are

denoted in Appendix B with a ‘‘+’’.

Consequently, for those ‘‘A’’ and ‘‘B’’

Level airports at which funding is not

available, the criterion would be that

augmentation would continue to be

provided at the existing, level (‘‘C’’

Level Service), but would be upgraded

to the optimum level if funds became

available.

The delay in achieving the desired

level of service at these airports should

not be confused with a degradation of

service related to any automation action.

To the extent that there may be any

perceived reduction in the level of

service, it would be the result of funding

limitations and would occur (or already

has occurred) independently of the

automation.

As stated above, the FAA will be

responsible for ensuring the required

level of augmentation, by their own

employees, by Limited Aviation

Weather Reporting Station (LAWRS), or

by contract, at all NWS sites being

transitioned to the FAA and subject to

automation certification. The NWS has

developed a checklist to ensure the

smooth transition of augmentation/backup responsibility from the NWS to the

FAA for those sites being transitioned.

The checklist specifically takes into

consideration the FAA service level

standards and documents that the

needed steps have been completed, e.g.,

ASOS equipment is properly

configured. After site transition to the

FAA, the NWS will retain responsibility

for ASOS maintenance, observer

certification and site inspection.

Completion of this checklist is

specifically included as an element of

proposed Criterion II.D.4.

Some weather parameters observed

manually today will not be observed by

ASOS or appended to those augmented

observations supporting aviation

services, at least initially. To ensure

equivalent services, the NWS has

introduced two new classes of

observations: Supplementary Data

Observations (SDOs), which are event

driven, i.e., taken only when a

phenomenon is observed and not at any

scheduled time; and Supplementary

Climate Data (SCDs), which are

routinely scheduled observations useful

for climatological applications and

hydrometeorological operations. Both

types of observations will originate at

the 118 NWS Weather Forecast Offices

(WFOs) and be disseminated through

normal NWS communications systems,

the Family of Services, the NOAA

Weather Wire, and various commercial

vendor services. The full suite of

elements which could be reported as

Supplementary Data are described in

the December 13, 1995 Federal Register

notice. Of course, each WFO will report

only those elements that it observes, i.e.,

those phenomena that occur in its area.

Additional surface observational data

in the ASOS era will also continue to be

available from over 20,000 automatic

and manual hydrometeorological sites,

including cooperative and hydrological

networks.

Proposed Criterion II.D.5 requires that

the certification include a determination

that these data reported from adjacent

WFO(s) together with the ASOS

observation as augmented and any

complementary data such as satellite

and lightning detection data are

adequate to ensure no degradation of

service for all users.

A. Classification Under Executive

Order 12866

These proposed regulations establish

procedures and criteria for certifying

that certain actions to modernize NWS

will not result in any degradation of

weather services to the affected service

area. They will not result in any direct

or indirect economic impacts, and have

been determined not to be significant for

purposes of E.O. 12866.

B. Regulatory Flexibility Act Analysis

These regulations set forth the criteria

for certifying that certain modernization
Federal Register / Vol. 61, No. 86 / Thursday, May 2, 1996 / Proposed Rules 19597

actions will not result in a degradation

of service to the affected area. These

criteria will be appended to the Weather

Service Modernization regulations. The

Assistant General Counsel for

Legislation and Regulation of the

Department of Commerce has certified

to the Chief Counsel for Advocacy of the

Small Business Administration that

these criteria, if adopted as proposed,

will not have a significant economic

impact on a substantial number of small

entities. These proposed criteria are

intended for internal agency use, and

the impact on small business entities

will be negligible. The proposed criteria

do not directly affect ‘‘small government

jurisdictions’’ as defined by Pub. L. 96–

354, the Regulatory Flexibility Act.

Accordingly, no initial regulatory

flexibility analysis has been prepared.

C. Paperwork Reduction Act of 1980

These regulations will impose no

information collection requirements of

the type covered by Pub. L. 96–511, the

Paperwork Reduction Act of 1980.

D. E.O. 12612

This rule does not contain policies

with sufficient Federalism implications

to warrant preparation of a Federalism

assessment under Executive Order

12612.

E. National Environmental Policy Act

NOAA has concluded that publication

of this proposed rule does not constitute

a major Federal action significantly

affecting the quality of the human

environment. Therefore, an

environmental impact statement is not

required. A programmatic

Environmental Impact Statement (EIS)

regarding NEXRAD was prepared in

November 1984, and an Environmental

Assessment to update the portion of the

EIS dealing with the bioeffects of

NEXRAD non-ionizing radiation was

issued in 1993.

List of Subjects in 15 CFR Part 946

Administrative practice and

procedure, certification,

Commissioning, Decommissioning,

National Weather Service, Weather

service modernization.

Dated: April 29, 1996.

Elbert W. Friday, Jr.,

Assistant Administrator for Weather Services.

For the reasons set out in the

preamble, 15 CFR part 946 is proposed

to be amended as follows:

PART 946—[AMENDED]

1. The authority citation for part 946

continues to read as follows:

Authority: Title VII of Pub. L. 102–567, 106

Stat 4303 (15 U.S.C. 313n.)

2. Appendix A is amended by adding

a new subsection (D) under section II.

Criteria for modernization actions

requiring certification, to read as set

forth below. Subsections I. (A)(1) and II.

(A) are republished without change for

the convenience of the reader.

Appendix A to Part 946—National

Weather Service Modernization

Criteria

I. Modernization Criteria for Actions Not

Requiring Certification

(A) Commissioning of New Weather

Observation Systems

(1) Automated Surface Observation Systems

(ASOS)

Purpose: Successful commissioning for full

operational use requires a demonstration, by

tests and other means, that the ASOS

equipment, as installed in the field office,

meets its technical requirements; that the

prescribed operating, maintenance, and

logistic support elements are in place; that

operations have been properly staffed with

trained personnel and that the equipment can

be operated with all other installed mating

elements of the modernized NWS system.

Note: It may be necessary to incorporate

work-arounds to complete some of the items

listed below in a timely and cost-effective

manner. A work-around provides for an

alternative method of meeting a

commissioning criteria through the

application of a pre-approved operational

procedure implemented on a temporary

basis, for example, by human augmentation

of the observation for the occurrence of

freezing rain, until such time as a freezing

rain sensor has been accepted for operational

use with ASOS. The ASOS Plan referenced

below includes a process for recommending,

approving, and documenting work arounds

and requires that they be tracked as open

items until they can be eliminated by

implementation of the originally intended

capability.

References: The criteria and evaluation

elements for commissioning are set forth and

further detailed in the NWS-Sponsored

Automated Surface Observing System

(ASOS) Site Component Commissioning Plan

(the ASOS Plan), more specifically in

Addendum I, Appendix D of the ASOS Site

Component Commissioning Evaluation

Package (the ASOS Package).

Criteria: a. ASOS Acceptance Test: The site

component acceptance test, which includes

objective tests to demonstrate that the ASOS,

as installed at the given site, meets its

technical specifications, has been

successfully completed in accordance with

item 1a, p. D–2 of Appendix D of the ASOS

Package.

b. Sensor Siting: Sensor sitings provide

representative observations in accordance

with Appendix C of the ASOS Package,

Guidance for Evaluating Representativeness

of ASOS Observations and item 1b, p. D–2

of Appendix D of the ASOS Package.

c. Initialization Parameters: Initialization

parameters are in agreement with source

information provided by the ASOS Program

Office, in accordance with item 1c, pp. D–2

& D–3 of Appendix D of the ASOS Package.

d. Sensor Performance Verification: Sensor

performance has been verified in accordance

with the requirements stated in the ASOS

Site Technical Manual and item 1d, p. D–3

of the ASOS Package.

e. Field Modification Kits/Firmware

Installed: All critical field modification kits

and firmware for the site as required by

attachments 3a & b (pp. D–45 & D–46) or

memorandum issued to the regions, have

been installed on the ASOS in accordance

with item 1e, p. D–4 of Appendix of the

ASOS Package.

f. Operations and Maintenance

Documentation: A full set of operations and

maintenance documentation is available in

accordance with items 2a–h, pp. D–5 & D–

6 of Appendix D of the ASOS Package.

g. Notification of and Technical

Coordination with Users: All affected users

have been notified of the initial date for

ASOS operations and have received a

technical coordination package in accordance

with item 2i, pp. D–6 & D–7 of Appendix D

of the ASOS Package.

h. Availability of Trained Operations

Personnel: Adequate operations staff are

available, training materials are available,

and required training has been completed,

per section 3.2.3.1 of the ASOS Plan, in

accordance with items 3a–c, p. D–8 of

Appendix D of the ASOS package.

i. Maintenance Capability: Proper

maintenance personnel and support systems

and arrangements are available in accordance

with items 4a–e, pp. D–9 & D–10 of

Appendix D of the ASOS Package.

j. Performance of Site Interfaces: The

equipment can be operated in all of its

required modes and in conjunction with all

of its interfacing equipment per the detailed

checklists of items 5a–b, pp. D–11 & D–19 of

Appendix D of the ASOS Package.

k. Support of Associated NWS Forecasting

and Warning Services: The equipment

provides proper support of NWS forecasting

and warning services and archiving,

including operation of all specified automatic

and manually augmented modes per the

checklist, items 6a–e, pp. D–20 to D–29, of

Appendix D of the ASOS Package.

l. Service Backup Capabilities: Personnel,

equipment, and supporting services are

available and capable of providing required

backup readings and services in support of

operations when primary equipment is

inoperable in accordance with items 7a–g,

pp. D–30 to D–32, to Appendix D of the

ASOS Package.

m. Augmentation Capabilities: Personnel

are available and trained to provide

augmentation of ASOS observations in

accordance with augmentation procedures,

items 8a–c, p. D–33 of Appendix D of the

ASOS Package.

n. Representativeness of Observations:

Observations are representative of the

hydrometeorological conditions of the

observing location as determined by a period

of observation of at least 60 days prior to

commissioning in accordance with Appendix
19598 Federal Register / Vol. 61, No. 86 / Thursday, May 2, 1996 / Proposed Rules

C and item 6e, pp. D–27 to D–29 of Appendix

D of the ASOS Package.

* * * * *

II. Criteria for Modernization Actions

Requiring Certification

(A) Criteria Common to all Types of

Certifications (Except as Noted)

1. Notification: Advanced notification and

the expected date of the proposed

certification have been provided in the

National Implementation Plan.

2. Local Weather Characteristics and

Weather Related Concerns: A description of

local weather characteristics and weather

related concerns which affect the weather

services provided to the affected service area

is provided.

3. Comparison of Services: A comparison

of services before and after the proposed

action demonstrates that all services

currently provided to the affected service

area will continue to be provided.

4. Recent or Expected Modernization of

NWS Operations in the Affected Service

Area: A description of recent or expected

modernization of NWS operations in the

affected service area is provided.

5. NEXRAD Network Coverage: NEXRAD

network coverage or gaps in coverage at

10,000 feet over the affected service area are

identified.

6. Air Safety Appraisal (applies only to

relocation and closure of field offices at an

airport): Verification that there will be no

degradation of service that affects aircraft

safety has been made by conducting an air

safety appraisal in consultation with the

Federal Aviation Administration.

7. Evaluation of Services to In-State Users

(applies only to relocation and closure of the

only field office in a State): Verification that

there will be no degradation of weather

services provided to the State has been made

by evaluating the effect on weather services

provided to In-State Users.

8. Liaison Officer: Arrangements have been

made to retain a Liaison Officer in the

affected service area for at least two years to

provide timely information regarding the

activities of the NWS which may affect

service to the community, including

modernization and restructuring; and to work

with area weather service users, including

persons associated with general aviation,

civil defense, emergency preparedness, and

the news media, with respect to the provision

of timely weather warnings and forecasts.

9. Meteorologist-In-Charge’s (MIC)

Recommendation to Certify: The MIC of the

future WFO that will have responsibility for

the affected service area has recommended

certification in accordance with 15 CFR

946.7(a).

10. Regional Director’s Certification: The

cognizant Regional Director has approved the

MIC’s recommended certification of no

degradation of service to the affected service

area in accordance with 15 CFR 946.8.

* * * * *

(D) Proposed Modernization Criteria Unique

to Automation Certifications

1. Compliance with flight aviation rules

(applies on airports only): Consultation with

the Federal Aviation Administration (FAA)

has verified that the weather services

provided after the commissioning of the

relevant ASOS unit(s) will be in full

compliance with applicable Federal Aviation

Regulations promulgated by the FAA.

2. ASOS Commissioning: The relevant

ASOS unit(s) have been successfully

commissioned in accordance with the criteria

set forth in section I.A.1 of this Appendix.

3. User Confirmation of Services: Any valid

user complaints related to actual system

performance received since commissioning

of the ASOS have been satisfactorily resolved

and the issues addressed in the MIC’s

recommendation for certification.

4. Aviation Observation Requirement: At

sites subject to automation certification, all

surface observations and reports required for

aviation services can be generated by an

ASOS augmented as necessary by non-NWS

personnel.

a. The ASOS observation will be

augmented/backed-up to the level specified

in Appendix B as described in the Aviation

Service Standards Summary chart, except

that, if funds needed for such level of service

are not available at those airports listed as

‘‘A’’ or ‘‘B’’ Level Service airports in

Appendix B, the ASOS will be augmented/

backed-up at the ‘‘C’’ Level Service until

funds become available.

b. The transition checklist has been signed

by the appropriate Region Systems

Operations Division Chief.

5. General Surface Observation

Requirement: The total observations available

are adequate to support the required

inventory of services to users in the affected

area. All necessary hydrometeorological data

and information are available through ASOS

as augmented in accordance with this

section, through those elements reported as

supplementary data by the relevant Weather

Forecast Office(s), or through other

complementary sources. The adequacy of the

total surface observation is addressed in the

MIC’s recommendation for certification.

BILLING CODE 3510–12–M
Federal Register / Vol. 61, No. 86 / Thursday, May 2, 1996 / Proposed Rules 19599
19600 Federal Register / Vol. 61, No. 86 / Thursday, May 2, 1996 / Proposed Rules

3. Appendix B is added to Part 946 to

read as follows:

APPENDIX B TO PART 946—AIRPORT

TABLES

‘‘A’’ Level Service Airports

Akron, OH* ......................................... CAK.

Albany, NY* ........................................ ALB.

Atlanta, GA* ∂ .................................... ATL.

Baltimore, MD* ................................... BWI.

Boston, MA∂ * .................................... BOS.

Charlotte, NC∂ .................................. CLT.

Chicago-O’Hare (AV), IL∂ * ............... ORD.

Cincinnati, OH∂ ................................. CVG.

Columbus, OH ................................... CMH.

Dayton, OH* ....................................... DAY.

Des Moines, IA* ................................. DSM.

Detroit, MI∂ * ...................................... DTW.

Fairbanks, AK* ................................... FAI.

Fresno, CA* ....................................... FAT.

Greensboro, NC* ............................... GSO.

Hartford, CT* ...................................... BDL.

Indianapolis, IN* ................................. IND.

Kansas City, MO* .............................. MCI.

Lansing, MI* ....................................... LAN.

Las Vegas, NV ................................... LAS.

Los Angeles (AV), CA∂ ..................... LAX.

Louisville, KY* .................................... SDF.

Milwaukee, WI* .................................. MKE.

Minneapolis, MN* ............................... MSP.

Newark, NJ∂ * .................................... EWR.

Oklahoma City, OK* ........................... OKC.

Phoenix, AZ∂ ..................................... PHX.

Portland, OR* ..................................... PDX.

Providence, RI* .................................. PVD.

Raleigh, NC* ...................................... RDU.

Richmond, VA* ................................... RIC.

Rochester, NY* .................................. ROC.

Rockford, IL* ...................................... RFD.

San Antonio, TX* ............................... SAT.

San Diego, CA ................................... SAN.

San Francisco, CA∂ * ........................ SFO.

Spokane, WA* .................................... GEG.

Syracuse, NY* .................................... SYR.

Tallahassee, FL ................................. TLH.

Tulsa, OK ........................................... TUL.

‘‘B’’ Level Service Airports

Baton Rouge, LA* .............................. BTR.

Billings, MT* ....................................... BIL.

Charleston, WV* ................................ CRW.

Chattanooga, TN* .............................. CHA.

Colorado Springs, CO ........................ COS.

Daytona Beach, FL ............................ DAB.

El Paso, TX ........................................ ELP.

Flint, MI .............................................. FNT.

Fort Wayne, IN ................................... FWA.

Honolulu, HI ....................................... HNL.

Huntsville, AL* .................................... HSV.

Knoxville, TN* .................................... TYS.

Lincoln, NE* ....................................... LNK.

Lubbock, TX ....................................... LBB.

Madison, WI* ...................................... MSN.

Moline, IL* .......................................... MLI.

Montgomery, AL* ............................... MGM.

Muskegon, MI* ................................... MKG.

Norfolk, VA* ....................................... ORF.

Peoria, IL ............................................ PIA.

Savannah, GA* .................................. SAV.

South Bend, IN* ................................. SBN.

Tucson, AZ ......................................... TUS.

West Palm Beach, FL* ...................... PBI.

APPENDIX B TO PART 946—AIRPORT

TABLES—Continued

Youngstown, OH* .............................. YNG.

‘‘C’’ Level Service Airports

Abilene, TX ........................................ ABI.

Alltentown, PA .................................... ABE.

Asheville, NC ..................................... AVL.

Athens, GA ......................................... AHN.

Atlantic City, NJ ................................. ACY.

Augusta, GA ....................................... AGS.

Austin, TX .......................................... AUS.

Bakerfield, CA .................................... BFL.

Bridgeport, CT .................................... BDR.

Bristol, TN .......................................... TRI.

Casper, WY ........................................ CPR.

Columbia, MO .................................... COU.

Columbus, GA .................................... CSG.

Dubuque, IA ....................................... DBQ.

Erie, PA .............................................. ERI.

Eugene, OR ....................................... EUG.

Evansville, IN ..................................... EVV.

Fargo, ND .......................................... FAR.

Fort Smith, AR ................................... FSM.

Grand Island, NE ............................... GRI.

Helena, MT ........................................ HLN.

Huntington, WV .................................. HTS.

Kahului, HI ......................................... OGG.

Key West, FL ..................................... EYW.

Lewiston, ID ....................................... LWS.

Lexington, KY ..................................... LEX.

Lynchburg, VA ................................... LYH.

Macon, GA ......................................... MCN.

Mansfield, OH .................................... MFD.

Meridian, MS ...................................... MEI.

Olympia, WA ...................................... OLM.

Port Arthur, TX ................................... BPT.

Portland, ME ...................................... PWM.

Rapid City, SD ................................... RAP.

Redding, CA ....................................... RDD.

Reno, NV ........................................... RNO.

Roanoke, VA ...................................... ROA.

Rochester, MN ................................... RST.

Salem, OR ......................................... SLE.

Santa Maria, CA ................................ SMX.

Sioux City, IA ..................................... SUX.

Springfield, IL ..................................... SPI.

Stockton, CA ...................................... SCK.

Toledo, OH ......................................... TOL.

Waco, TX ........................................... ACT.

Waterloo, IA ....................................... ALO.

Wilkes-Barre, PA ................................ AVP.

Williamsport, PA ................................. IPT.

Wilmington, DE .................................. ILG.

Worcester, MA ................................... ORH.

Yakima, WA ....................................... YKM.

‘‘D’’ Level Service Airports

Alamosa, CO ...................................... ALS.

Alpena, MI .......................................... APN.

Astoria, OR ........................................ AST.

Beckley, WV ....................................... BKW.

Caribou, ME ....................................... CAR.

Concordia, KS .................................... CNK.

Concord, NH ...................................... CON.

Elkins, WV .......................................... EKN.

Ely, NV ............................................... ELY.

Havre, MT .......................................... HVR.

Homer, AK ......................................... HOM.

Houghton Lake, MI ............................ HTL.

Huron, SD .......................................... HON.

International Falls, MN ....................... INL.

APPENDIX B TO PART 946—AIRPORT

TABLES—Continued

Kalispell, MT ...................................... FCA.

Lander, WY ........................................ LND.

Norfolk, NE ......................................... OFK.

Sault Ste. Marie, MI ........................... SSM.

Scottsbluff, NE ................................... BFF.

Sheridan, WY ..................................... SHR.

St. Cloud, MN .................................... STC.

Tupelo, MS ......................................... TUP.

Valentine, NE ..................................... VTN.

Victoria, TX ........................................ VCT.

Wichita Falls, TX ................................ SPS.

Williston, ND ...................................... ISN.

Winnemucca, NV ............................... WMC.

∂—Maximum activity (level 5) airport.

*—Long-line RVR designated site.

[FR Doc. 96–11010 Filed 5–1–96; 8:45 am]

BILLING CODE 3510–12–M

DEPARTMENT OF THE INTERIOR

Bureau of Indian Affairs

25 CFR Part 250

RIN 1076–AD68

Indian Fishing—Hoopa Valley Indian

Reservation

AGENCY: Bureau of Indian Affairs,

Interior.

ACTION: Proposed rule.

SUMMARY: The Bureau of Indian Affairs

(BIA) proposes to eliminate 25 CFR Part

250 as mandated by Executive Order

12866 to streamline the regulatory

process and enhance the planning and

coordination of new and existing

regulations. The necessity for this rule

no longer exists.

DATES: Comments must be received on

or before July 1, 1996.

ADDRESSES: Mail comments to Gary

Rankel, Chief, Branch of Fish, Wildlife

and Recreation, Office of Trust

Responsibilities, Bureau of Indian

Affairs, Department of the Interior, 1849

C St. NW, Mail Stop 4513–MIB,

Washington, DC 20240; OR, hand

deliver them to Room 4513 at the above

address. Comments will be available for

inspection at this address from 9:00 a.m.

to 4:00 p.m., Monday through Friday

beginning approximately 2 weeks after

publication of this document in the

Federal Register.

FOR FURTHER INFORMATION CONTACT: Gary

Rankel, (202) 208–4088.

SUPPLEMENTARY INFORMATION:

Background

The purpose for which this rule was

promulgated has been fulfilled and the

rule is no longer required. The Hoopa