PART 93--SPECIAL AIR TRAFFIC RULES AND AIRPORT TRAFFIC PATTERNS
Special Federal Aviation Regulation No. 43
Special Federal Aviation Regulation No. 48
Special Federal Aviation Regulation No. 60
Subpart A--General
Sec.
93.1 Applicability.
Subparts B-C--[Reserved]
Subpart D--Anchorage, Alaska, Terminal Area
93.51 Applicability.
93.53 Description of area.
93.55 Subdivision of area.
93.57 General rules: All segments.
93.59 General rules: International segment.
93.61 General rules: Lake Hood segment.
93.63 General rules: Merrill segment.
93.65 General rules: Elmendorf segment.
93.67 General rules: Bryant segment.
93.69 Special Requirements, Lake Campbell and Sixmile Lake Airports.
Subpart E--VOR Federal Airway No. 16
93.71 Applicability.
93.73 Crossing VOR Federal Airway No. 16; VFR Jet training operations.
93.75 Crossing and operating along VOR Federal Airway No. 16.
Subpart F--Valparaiso, Florida, Terminal Area
93.81 Applicability and description of area.
93.83 Aircraft operations.
Subpart G--[Reserved]
Subpart H--[Reserved]
Subpart I--[Reserved]
Subpart J--Lorain County Regional Airport Traffic Rule
93.117 Applicability.
93.119 Aircraft operations.
Subpart K--High Density Traffic Airports
93.121 Applicability.
93.123 High density traffic airports.
93.125 Arrival or departure reservation.
93.129 Additional operations.
93.130 Suspension of allocations.
93.133 Exceptions.
Subpart L--[Reserved]
Subpart M--Ketchikan International Airport Traffic Rule
Subpart S--Allocation of Commuter and Air Carrier IFR Operations at High
Density Traffic Airports
93.211 Applicability.
93.213 Definitions and General Provisions.
93.215 Initial Allocation of Slots.
93.217 Allocation of Slots for International Operations and Applicable
Limitations.
93.219 Allocation of Slots for Essential Air Service Operations and
Applicable Limitations.
93.221 Transfer of Slots.
93.223 Slot Withdrawal.
93.225 Lottery of Available Slots.
93.226 Allocation of slots in low-demand periods.
93.227 Slot Use and Loss.
Subpart T--Washington National Airport Traffic Rules
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, removed and reserved subparts I, N, O, Q, and R of Part 93
effective September 16, 1993. For the convenience of the user, the headings
of the reserved items in effect until September 16, 1993 are set forth as
follows:
PART 93--SPECIAL AIR TRAFFIC RULES AND AIRPORT TRAFFIC PATTERNS
* * * * *
Subpart I--Locations at Which Special VFR Weather Minimums Do Not Apply
93.111 Applicability.
93.113 Control zones within which special VFR weather minimums are not
authorized.
* * * * *
Subpart N--Sabre U.S. Army Heliport (Tenn.) Airport Traffic Area
93.161 Applicability.
93.163 Description of area.
Subpart O--Jacksonville, Fla., Navy Airport Traffic Area
93.171 Applicability.
93.173 Description of area.
93.175 Aircraft operations.
* * * * *
Subpart Q--Abbotsford, BC, and Sault Ste. Marie, ON: Special Airport Traffic
Areas and Air Traffic Rules
93.195 Applicability; scope.
93.197 Special airport traffic areas.
93.199 Communications.
Subpart R--MCAS El Toro, CA, Special Air Traffic Rules
93.200 Applicability.
93.202 MCAS El Toro, CA, special air traffic rules area.
93.204 Communications.
93.206 Ultralight operations.
93.208 Parachute jumping.
* * * * *
Special Federal Aviation Regulation No. 43
Contrary provisions of Part 93 of the Federal Aviation Regulations
notwithstanding, IFR reservations available to air carriers except air taxis
at Washington National Airport will be issued in accordance with Appendix A
for the period December 1, 1980 to April 26, 1981.
APPENDIX A
(a) The allocation agreed upon by the Airline Scheduling Committee for
Washington National Airport for November, 1980, shown in Table 1 below, shall
be in effect from December 1, 1980 until April 26, 1981, with adjustments
made in accordance with paragraphs (b) through (f) of this appendix.
(b) Slots shall be set aside for redistribution in accordance with
paragraphs (d) and (e) of this appendix in the following numbers by hour: at
0700(2 slots), 0800(2), 0900(2), 1000(2), 1100(1), 1200(1), 1300(1), 1400(1),
1500(1), 1600(2), 1700(2), 1800(2), 1900(2), 2000(2), 2100(1), and 2200(4),
as shown in Table 2.
(c) The Department shall ask the scheduling committee to reconvene on
Friday, October 31.
(d) For the purpose of determining the distribution of the set-aside slot
reductions among the carriers, the following procedure shall be used:
(1) The total number of slots available to each carrier for December is
established as shown in the right hand column of Table 1.
(2) The five carriers with fewer total slots in December than in the
November schedule, as shown in Table 1 (U.S. Air, Braniff, Eastern, Pan
American, and Piedmont), shall be ranked in accordance with the number of
slots they hold in the December totals.
(3) In rank order, beginning with the carrier with the fewest slots, each
of the five carriers shall be called to select the slots in its November
schedule to be deleted. The slots selected by each carrier must fall within
the hours 0700 to 2100, must correspond to set-aside slots not selected by
another carrier, and must equal in total number the difference between the
slots shown for each carrier in the November and December totals.
(4) Thereafter the twelve carriers with the most slots in the November
totals shall be ranked in order of the number of slots they hold. The rank of
carriers with an equal number of slots shall be established by the toss of a
coin.
(5) The ranked carrier with the fewest slots shall be called upon to select
one of its slots corresponding to one of the remaining set-aside slots in the
0700 to 2100 hours to be shifted to the 2200 hour, or deleted from its
schedule at the carrier's option. The other ranked carriers shall do the
same, following in rank order.
(6) Any carrier not participating when called or unable to respond within
15 minutes shall be put at the bottom of the rank list.
(7) If any ranked carrier is unwilling or unable to participate, the set-
aside slots to be lost or shifted by those carriers shall be determined by
lot.
(e) For the purpose of distributing the set-aside slots to the gaining
carriers, the following procedure shall be used:
(1) Air North shall select two slots.
(2) Texas International shall select four slots.
(3) Air North shall select two slots.
(4) Texas International shall select four slots.
(5) Empire and Mid-South, in order determined by the toss of a coin, shall
select two slots each.
(6) Midway shall select two slots.
(7) Texas International shall receive the remaining ten slots.
Under this section, each carrier may select only one slot in any hour,
except the 2200 hour, unless no other slot is available. Each carrier with a
total of more than four slots for December shall select one slot from the
2200 hour if one is available.
(f) Subject to CAB authorization, the carriers may then exchange slots in
any hour.
(g) The Department shall then issue and publish a final schedule in the
Federal Register. Thereafter, existing procedures (or any new procedure
approved by the CAB) of the scheduling committee for the relinquishment and
reassignment of unused slots may be employed.
(h) The FAA will accept at any time a schedule developed by the committee
in accordance with its rules for part or all of the scheduling period, in
lieu of the schedule published under paragraph (f) of this appendix.
Table 1--November Schedule and Total Slots for
December
SFAR No. 48--Special Slot Withdrawal and Reallocation Procedures
Section 1. Purpose.
The purpose of this Special Federal Aviation Regulation (SFAR) is to
accomplish a special one-time withdrawal of slots that were allocated under
Subpart S of Part 93 to incumbent carriers and a reallocation by lottery of
those slots and slots otherwise available to new entrant carriers and limited
incumbent carriers desiring additional slots at O'Hare, LaGuardia, and
Washington National Airports.
Sec. 2. Definitions and Relationship to 14 CFR Part 93, Subparts S and K.
Terms used in this SFAR have the same meanings as used in Subparts K and S
of Part 93. The provisions of those subparts shall be considered when
applying this SFAR. However, this SFAR supersedes inconsistent provisions in
both subparts.
Sec. 3. Lottery Process--General.
(a) Utilizing the air carrier slot pools established by the FAA under Sec.
93.223(a)(3), the FAA shall hold lotteries to determine those slots to be
withdrawn from incumbent carriers at O'Hare, LaGuardia, and Washington
National Airports. The drawings shall be conducted within 30 days after
issuance of this SFAR.
(b) Separate drawings shall be conducted for air carrier slots for each of
the high density airports identified in paragraph (a).
(c) The slots selected in each drawing shall be determined in accordance
with sections 4(c) and (e).
(d) The FAA may issue special procedures to be in effect for the lotteries
(e) None of the slots withdrawn shall be slots used for international
operations, as specified in Sec. 93.217(a)(1), or necessary for essential air
service.
(f) None of the slots withdrawn shall be from carriers holding eight or
fewer non-international air carrier slots at the particular airport.
(g) Each U.S. air carrier operating at the airport with fewer than eight
total slots (including all international or domestic, commuter or air carrier
slots) shall be included in the lotteries to obtain slots under this SFAR if
the carrier notifies the Office of the Chief Counsel, Docket Section, AGC-
204, 800 Independence Avenue, SW., Washington, D.C. 20591, that it desires to
participate in the reallocation lottery. The notification must be in writing
and must be submitted in duplicate by 5:00 p.m. Eastern Standard Time on
March 24, 1986. The notification must include a certified statement signed by
an officer of the operator indicating that the operator operates or has
contracted for sufficient aircraft having a maximum seating capacity of 56 or
more to use the slots to be obtained and that the operator has bona fide
plans to use all requested slots within the timeframe described in section 6.
(h) Any U.S. new entrant air carrier wishing to initiate scheduled service
at the airport, shall be included in the lottery if it: (1) Has appropriate
economic authority under Title IV of the Federal Aviation Act of 1958, as
amended; (2) has FAA operating authority under Part 121; and (3) notifies the
Office of the Chief Counsel, Docket Section, AGC-204, 800 Independence
Avenue, SW., Washington, D.C. 20591, that it desires to participate in the
lottery. The notification must be in writing and must be submitted in
duplicate by 5:00 p.m. Eastern Standard Time on March 24, 1986. The
notification must include a certified statement signed by an officer of the
operator indicating that the operator operates or has contracted for
sufficient aircraft having a maximum certificated passenger seating capacity
of 56 or more to use the slots to be obtained and that the operator has bona
fide plans to use all requested slots within the timeframe described in
section 6.
Sec. 4. Withdrawal Process.
(a) The name of each air carrier with more than eight non-international air
carrier slots (5 days a week or more) at the airport shall be placed in
individual capsules for inclusion in a drawing. The name of each such carrier
shall be placed in a number of capsules equal to 10 percent of the total
number of air carrier slots held by that carrier (5 days a week or more) at
that airport in accordance with Part 93. Subpart S, rounded to the next
lowest number, but not less than one. The date used to determine slot
holdings under this paragraph shall be March 20, 1986.
(b) After each capsule is placed in a drum, a random drawing shall be held
to determine the order for the selection of slots to be withdrawn.
(c) Before any carrier is required to designate slots for withrawal,
unallocated slots and slots available in accordance with 14 CFR 93.224 and
93.227 shall be designated for reallocation under section 5 of this SFAR.
Those slots shall be used to satisfy the provisions of paragraph (e) of this
section.
(d) Each time a carrier's name is called, it shall designate two slots (or
one if that is all that is required) to be withdrawn and reallocated from the
most current base available to the FAA. A carrier shall have 5 minutes to
designate its slots to be withdrawn or the FAA representative will. Any slot
designated must be in the carrier's base at least 5 days a week.
(e) Each slot designated must be within hours in which slots are needed
consistent with the hourly minimum slot column (Column C) for that airport,
as specified below:
(A) (B) (C)
Total Minimum
number slots
of Hours of in each
Airport Category slots the day hour
LaGuardia Air Carrier 36 0700-2159 2
Washington National ......do 28 0700-2159 2
O'Hare ......do 84 0645-2114 4
If the required minimum number of slots has been designated in each of the
hours of the day (Column B), a carrier required to designate additional slots
may do so in any of those hours. If a carrier does not have a slot in a
required hour, it may name a slot in any hour listed in Column B. The total
number of slots available under paragraph (c) during the hours specified in
Column B plus the slots designated by carriers for withrawal pursuant to
paragraph (d) shall not exceed the total number of slots specified in Column
A for each airport.
(f) No carrier shall be required to designate more than 10 percent of its
total of non-international air carrier slots (5 days a week or more) at the
particular airport.
(g) Slots designated for withdrawal under this section shall retain the
same withdrawal priority numbers as established under Subpart S of Part 93
when reallocated pursuant to section 5 of this SFAR. However, slots
reallocated under section 5 shall not be withdrawn under Subpart S, for EAS
or international operations, from the carrier selecting the slot for a period
of 2 years after the effective date of this SFAR.
Sec. 5. Reallocation Lotteries.
(a) Within 48 hours following the withdrawal lottery, a lottery to allocate
the slots withdrawn pursuant to section 4 and those otherwise available shall
be held on an airport-by-airport basis.
(b) Random drawings shall be held to determine the order of slot selection
by the carriers eligible under section 3.
(c) An operator may select up to two slots available at the airport during
each selection sequence, except that new entrant carriers may select up to
four slots, if available, in the first sequence.
(d) At the lottery, each operator must make its selection within 5 minutes
after being called or it shall lose its turn. If capacity still remains after
each operator has had an opportunity to select slots, the allocation sequence
will be repeated in the same order.
(e) No carrier may select more than eight slots under this SFAR or select
any slots that would result in it having a total of more than eight slots at
any one airport, less any slots lost under Sec. 93.227(a).
(f) If all eligible carriers decide not to select additional slots or have
selected their maximum number of slots, the lottery at that airport will end
and the remaining slots will be returned (subject to section 7) to the
carriers designating them, if any, in accordance with section 4.
Sec. 6. Slot Use.
(a) The initiation of operations with slots reallocated pursuant to this
SFAR shall be accomplished no earlier than 90 days and no later than 180 days
after the lottery is held pursuant to section 5.
(b) Each carrier obtaining a slot under section 5 shall give the carrier
losing the slot under section 4, if any, and the FAA, at least 90 days
written notice prior to initiation of service. The notice to the FAA must be
mailed to the address set forth in section 3(g).
(c) Slots obtained under section 5 shall only be used by the carrier
obtaining them for scheduled non-international passenger service.
(d) Slots allocated under section 5 which were withdrawn from an incumbent
carrier under section 4 will be temporarily returned to the incumbent carrier
and all other slots allocated under section 5 will be returned to the FAA if:
(1) The carrier obtaining the slot under section 5 fails to give the notice
required by section 5 or does not utilize the slot within 14 days after the
date which it states it will begin to utilize the slot; or
(2) The carrier obtaining the slot loses it under 14 CFR 93.227(a) within
180 days after it initiates service.
(e) The slot "use-or-lose" provisions of Sec. 93.227(a) of the Federal
Aviation Regulations shall apply to those slots allocated under this SFAR as
of the date the carrier obtaining the slot actually initiates service. The
provisions of Sec. 93.227(b) do not apply to the slots allocated under this
SFAR.
(f) A slot obtained under section 5 may only be traded on a one-for-one
basis or for an increased number of slots at the same airport for 90 days
after the carrier obtaining it under section 5 initiates use of that slot.
The restrictions of this SFAR apply to any slots obtained in such a trade.
(g) For 90 days after initiation of service with any slot obtained under
this section, it must be utilized with aircraft having a certificated maximum
passenger seating capacity of 56 or more. After 90 days, the provisions of 14
CFR Subpart S apply as to the kind of aircraft eligible to be utilized with
the slot.
Sec. 7. Secondary Lotteries.
(a) By December 15, 1986, a second set of lotteries to allocate slots under
this SFAR shall be held to allocate only:
(1) Those slots designated under section 4(e) for reallocation that were
not reallocated under section 5; and
(2) Those slots that were reallocated under section 5 that were returned,
under section 6, to the FAA or the carrier from which they were withdrawn.
(b) The second set of lotteries shall be subject to the rules set forth in
sections 1 through 6 of this SFAR except: (1) The slots to be allocated are
only those specified in paragraph (a) of this section; and (2) carriers which
obtained slots under section 5 and failed to use them in accordance with
section 6 or sold them shall not be eligible to participate in this lottery.
Sales under Subpart S of slots not obtained under this SFAR shall not be
deemed to affect a carrier's eligibility to participate in this lottery.
(c) A notice shall be published before the second set of lotteries
announcing the time and place of the lotteries and any special procedures
that will apply.
Sec. 8. Effective and Termination Dates.
This SFAR is effective March 17, 1986 and terminates on January 1, 1988.
(49 U.S.C. 1302, 1303, 1348, 1354(a), 1421(a); 49 U.S.C. 106 (Revised Pub. L.
97-449, January 12, 1983))
[Doc. No. 24105, 51 FR 8639, Mar. 12, 1986]
Special Federal Aviation Regulation No. 60--Air Traffic Control System
Emergency Operation
1. Each person shall, before conducting any operation under the Federal
Aviation Regulations (14 CFR chapter I), be familiar with all available
information concerning that operation, including Notices to Airmen issued
under Sec. 91.139 and, when activated, the provisions of the National Air
Traffic Reduced Complement Operations Plan available for inspection at
operating air traffic facilities and Regional air traffic division offices,
and the General Aviation Reservation Program. No operator may change the
designated airport of intended operation for any flight contained in the
October 1, 1990, OAG.
2. Notwithstanding any provision of the Federal Aviation Regulations to the
contrary, no person may operate an aircraft in the Air Traffic Control
System:
a. Contrary to any restriction, prohibition, procedure or other action
taken by the Director of the Office of Air Traffic Systems Management
(Director) pursuant to paragraph 3 of this regulation and announced in a
Notice to Airmen pursuant to Sec. 91.139 of the Federal Aviation Regulations.
b. When the National Air Traffic Reduced Complement Operations Plan is
activated pursuant to paragraph 4 of this regulation, except in accordance
with the pertinent provisions of the National Air Traffic Reduced Complement
Operations Plan.
3. Prior to or in connection with the implementation of the RCOP, and as
conditions warrant, the Director is authorized to:
a. Restrict, prohibit, or permit VFR and/or IFR operations at any airport,
terminal control area, airport radar service area, or other terminal and en
route airspace.
b. Give priority at any airport to flights that are of military necessity,
or are medical emergency flights, Presidential flights, and flights
transporting critical Government employees.
c. Implement, at any airport, traffic management procedures, that may
include reduction of flight operations. Reduction of flight operations will
be accomplished, to the extent practical, on a pro rata basis among and
between air carrier, commercial operator, and general aviation operations.
Flights cancelled under this SFAR at a high density traffic airport will be
considered to have been operated for purposes of part 93 of the Federal
Aviation Regulations.
4. The Director may activate the National Air Traffic Reduced Complement
Operations Plan at any time he finds that it is necessary for the safety and
efficiency of the National Airspace System. Upon activation of the RCOP and
notwithstanding any provision of the FAR to the contrary, the Director is
authorized to suspend or modify any airspace designation.
5. Notice of restrictions, prohibitions, procedures and other actions taken
by the Director under this regulation with respect to the operation of the
Air Traffic Control system will be announced in Notices to Airmen issued
pursuant to Sec. 91.139 of the Federal Aviation Regulations.
6. The Director may delegate his authority under this regulation to the
extent he considers necessary for the safe and efficient operation of the
National Air Traffic Control System.
SUMMARY: The Administrator of the FAA has determined that, if the
sequestration provisions of the Gramm-Rudman-Hollings Act take effect on
October 1, 1990, an emergency will exist requiring that immediate measures be
taken in order to maintain air safety. All FAA employees, including air
traffic controllers, may expect to be furloughed for a specified number of
days within each pay period of work. If the furlough is implemented, such
action will result in a reduction in the number of air traffic controllers
available on the job and will significantly affect the FAA's ability to
operate the Air Traffic Control (ATC) system and provide full ATC services.
This Special Federal Aviation Regulation authorizes special provisions for
the operation of the ATC system during the period that the emergency
conditions exist in order to provide for the safe and orderly movement of air
Ttraffic.
(a) This part prescribes special airport traffic patterns and airport
traffic areas. It also prescribes special air traffic rules for operating
aircraft in those traffic patterns and traffic areas and in the vicinity of
airports described in this part.
(b) Unless otherwise authorized by ATC, each person operating an aircraft
shall do so in accordance with the special air traffic rules in this part in
addition to other applicable rules in Part 91 of this chapter.
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, revised paragraph (b) of Sec. 93.1 effective September 16,
1993. For the convenience of the user, the superseded text in effect until
Sept. 16, 1993, is set forth as follows:
Sec. 93.1 Applicability.
* * * * *
(b) Unless otherwise authorized by ATC (with the exception of Sec. 93.113),
each person operating an aircraft shall do so in accordance with the special
air traffic rules in this part in addition to other applicable rules in Part
91 of this chapter.
SUMMARY: This final rule amends the Federal Aviation Regulations (FAR) to
adopt certain recommendations of the National Airspace Review (NAR)
concerning changes to regulations and procedures in regard to airspace
classifications. These changes are intended to: (1) Simplify airspace
designations; (2) achieve international commonality of airspace designations;
(3) increase standardization of equipment requirements for operations in
various classifications of airspace; (4) describe appropriate pilot
certificate requirements, visual flight rules (VFR) visibility and distance
from cloud rules, and air traffic services offered in each class of airspace;
and (5) satisfy the responsibilities of the United States as a member of the
International Civil Aviation Organization (ICAO). The final rule also amends
the requirement for minimum distance from clouds in certain airspace areas
and the requirements for communications with air traffic control (ATC) in
certain airspace areas; eliminates airport radar service areas (ARSAs),
control zones, and terminal control areas (TCAs) as airspace classifications;
and eliminates the term "airport traffic area." The FAA believes simplified
airspace classifications will reduce existing airspace complexity and thereby
enhance safety.
EFFECTIVE DATE: These regulations become effective September 16, 1993,
except that Secs. 11.61(c), 91.215(d), 71.601, 71.603, 71.605, 71.607, and
71.609 and Part 75 become effective December 12, 1991, and except that
amendatory instruction number 20, Sec. 71.1, is effective as of December 17,
1991 through September 15, 1993, and that Secs. 71.11 and 71.19 become
effective October 15, 1992. The incorporation by reference of FAA Order
7400.7 in Sec. 71.1 (amendatory instruction number 20) is approved by the
Director of the Federal Register as of December 17, 1991, through September
15, 1993. The incorporation by reference of FAA Order 7400.9 in Sec. 71.1
(amendatory instruction number 24) is approved by the Director of the
Federal Register as of September 16, 1993 through September 15, 1994.
This subpart prescribes the Anchorage, Alaska, Airport traffic area and
special traffic patterns for that airport and other airports in the vicinity
of Anchorage. It prescribes special air traffic rules for that area and those
patterns. In addition, it prescribes rules governing the operation of
aircraft in the vicinity of the airports described herein.
Sec. 93.53 Description of area.
The Anchorage Airport traffic area is designated as that airspace extending
upward from the surface to, but not including, 3,000 feet MSL. It is bounded
by a line beginning at Point MacKenzie extending westerly along the bank of
Knik Arm to a point intersecting an arc of five-statute-mile radius circle
centered on the geographical center of Anchorage International Airport;
thence counterclockwise along that arc to its intersection with the new
Seward Highway; thence northerly along the new Seward Highway to its
intersection with Tudor Road; thence easterly along Tudor Road to its
intersection with Muldoon Road; thence northerly along Muldoon Road to a
point one-half statute mile south of Glenn Highway; thence northeasterly
along a line one-half statute mile east of and parallel to Glenn Highway to
its intersection with a line one-half statute mile east of and parallel to
Bryant Airport runway 16/34; thence northeastward along this line to its
intersection with a point which is lat. 61 deg.17'15" N., long. 149
deg.37'10" W.; thence west to lat. 61 deg.17'15" N., long. 149 deg.42'25" W.;
thence northwest to lat. 61 deg.19'12" N., long. 149 deg.46'36" W.; thence
via an arc of a five-statute-mile radius circle centered on the geographical
center of Elmendorf Air Force Base; thence counterclockwise along this arc to
its intersection with the west bank of Knik Arm; thence southerly along the
west bank of Knik Arm to the point of beginning. However, it does not include
the following:
(a) That airspace at and below 600 feet MSL, north of a line beginning at
the intersection of Farrell Road and the northeast boundary of the airport
traffic area extending westerly along Farrell Road to the east end of Sixmile
Lake; thence along a line bearing on the middle of Lake Lorraine to the
boundary of the airport traffic area.
(b) That airspace at and below 600 feet MSL, south of a line beginning at
the intersection of the new Seward Highway and Dimond Boulevard extending
westerly along Dimond Boulevard to Sand Lake Road thence due west to the
boundary of the airport traffic area.
(c) [Reserved]
(d) That airspace described as the "Bryant segment" in Sec. 93.55(e), when
the Bryant control tower is not in operation.
[Doc. No. 12425, Amdt. 93-29, 39 FR 32551, Sept. 9, 1974, as amended by Amdt.
93-51, 51 FR 18312, May 19, 1986]
Sec. 93.55 Subdivision of area.
The Anchorage Airport traffic area is subdivided as follows:
(a) International segment. That area lying within a line beginning at the
International Airport control tower extending northwesterly on a direct line
toward the substation to the airport traffic area boundary; thence
counterclockwise along the airport traffic area boundary to its intersection
with International Airport Road; thence westerly along International Airport
Road to the point of beginning.
(b) Merrill segment. That area lying within a line beginning at Point
MacKenzie extending directly to the mouth of Fish Creek; thence along Fish
Creek to Northern Lights Boulevard; thence direct to the intersection of
Tudor Road and the new Seward Highway; thence east and north along the
airport traffic area boundary to a point directly east of the intersection of
Glenn Highway and Boniface Parkway; thence due west on a direct line through
that intersection to Ship Creek; thence along Ship Creek to its mouth; thence
on a direct line toward the center of Lake Lorraine to the airport traffic
area boundary; thence counterclockwise along the airport traffic area
boundary to the point of beginning.
(c) Lake Hood segment. That area lying between the International segment
and the Merrill segment.
(d) Elmendorf segment. That area lying within a line beginning at the
intersection of the airport traffic area boundary with Loop Road, extending
southerly along Loop Road to Davis Highway; thence due south to the north
boundary of the Merrill segment; thence westward along the north boundary of
the Merrill segment to the airport traffic area boundary; thence clockwise
along the airport traffic area boundary to the point of beginning.
(e) Bryant segment. That area lying east of the Elmendorf segment.
[Doc. No. 1580, 28 FR 6715, June 29, 1963, as amended by Amdt. 93-29, 39 FR
32552, Sept. 9, 1974; Amdt. 93-51, 51 FR 18312, May 19, 1986]
Sec. 93.57 General rules: All segments.
(a) Each person piloting an aircraft to, from or on an airport within the
airport traffic area shall operate it according to the rules set forth in
this section and Sec. 93.59, Sec. 93.61, Sec. 93.63, Sec. 93.65, or Sec.
93.67, as applicable, unless otherwise authorized or required by ATC.
(b) Each person piloting an airplane shall conform to the flow of traffic
shown on the appropriate diagram in Appendix A.
(c) Each person piloting a helicopter shall operate it in a manner avoiding
the flow of airplanes.
(d) Except as provided in Sec. 93.65 (d) and (e), each person piloting an
aircraft in the airport traffic area shall operate it only within the
designated segment containing the airport of landing or takeoff.
(e) Except as provided in Sec. 93.63(d), each person piloting an aircraft
shall maintain two-way radio communications with the control tower serving
the segment containing the airport of landing or takeoff.
[Doc. No. 1580, 28 FR 6715, June 29, 1963, as amended by Amdt. 93-8, 30 FR
8568, July 7, 1965; Amdt. 93-29, 39 FR 32552, Sept. 9, 1974]
Sec. 93.59 General rules: International segment.
(a) No person may pilot an aircraft at an altitude between 1,200 feet MSL
and 2,000 feet MSL in that part of the segment lying north of the midchannel
of Knik Arm.
(b) Each person piloting an airplane at a speed of more than 105 knots
within the segment (except that part described in paragraph (a) of this
section) shall operate it at an altitude of at least 1,600 feet MSL until
maneuvering for a safe landing requires further descent.
(c) Each person piloting an airplane at a speed of 105 knots or less within
the segment (except that part described in paragraph (a) of this section)
shall operate it at an altitude of at least 900 feet MSL until maneuvering
for a safe landing requires further descent.
Sec. 93.61 General rules: Lake Hood segment.
(a) No person may pilot an aircraft at an altitude between 1,200 feet MSL
and 2,000 feet MSL in that part of the segment lying north of the midchannel
of Knik Arm.
(b) Each person piloting an airplane within the segment (except that part
described in paragraph (a) of this section) shall operate it at an altitude
of at least 600 feet MSL until maneuvering for a safe landing requires
further descent.
[Doc. No. 1580, 28 FR 6715, June 29, 1963, as amended by Amdt. 93-51, 51 FR
18312, May 19, 1986
Sec. 93.63 General rules: Merrill segment.
(a) No person may pilot an aircraft at an altitude between 600 feet MSL and
2,000 feet MSL in that part of the segment lying north of the midchannel of
Knik Arm.
(b) Each person piloting an airplane at a speed of more than 105 knots
within the segment (except that part described in paragraph (a) of this
section) shall operate it at an altitude of at least 1,200 feet MSL until
maneuvering for a safe landing requires further descent.
(c) Each person piloting an airplane at a speed of 105 knots or less within
the segment (except that part described in paragraph (a) of this section)
shall operate it at an altitude of at least 900 feet MSL until maneuvering
for a safe landing requires further descent.
(d) Whenever the Merrill control tower is not operating, each person
piloting an aircraft within the segment shall maintain two-way radio
communication with the Anchorage Flight Service Station.
(a) Each person piloting a turbine-powered airplane within the segment
shall operate it at an altitude of at least 1,700 feet MSL until maneuvering
for a safe landing requires further descent.
(b) Each person piloting an airplane (other than turbine powered) at a
speed of more than 105 knots within the segment shall operate it at an
altitude of at least 1,200 feet MSL until maneuvering for a safe landing
requires further descent.
(c) Each person piloting an airplane (other than turbine powered) at a
speed of 105 knots or less within the segment shall operate it at an altitude
of at least 700 feet MSL until maneuvering for a safe landing requires
further descent.
(d) A person landing or taking off an aircraft from Elmendorf Airport may
operate it at an altitude between 1,500 feet MSL and 1,700 feet MSL within
those parts of the International and Lake Hood segments lying north of the
midchannel of Knik Arm.
(e) A person landing or taking off an aircraft from Elmendorf Airport may
operate it at an altitude between 900 feet MSL and 1,700 feet MSL within that
part of the Merrill segment lying north of the midchannel of Knik Arm.
Sec. 93.67 General rules: Bryant segment.
(a) Each person piloting an airplane within the segment shall operate it at
an altitude of at least 1,000 feet MSL until maneuvering for a safe landing
requires further descent.
(b) Whenever Bryant control tower is not operating, each person piloting an
aircraft to or from the Bryant Airport shall conform to the flow of traffic
shown on the appropriate diagram in Appendix A of this part, and, while in
the traffic pattern, shall operate at an altitude of at least 1,000 feet
m.s.l. until maneuvering for a safe landing requires further descent.
[Doc. No. 1580, 28 FR 6715, June 29, 1963, as amended by Amdt. 93-8, 30 FR
8568, July 7, 1965]
Sec. 93.69 Special Requirements, Lake Campbell and Sixmile Lake Airports.
Each person piloting an aircraft to or from Lake Campbell or Sixmile Lake
Airport shall conform to the flow of traffic for the Lake operations that are
shown on the appropriate diagram in Appendix A.
[Doc. No. 1580, 28 FR 6715, June 29, 1963, as amended by Amdt. 93-8, 30 FR
8568, July 7, 1965]
Effective Date Note: At 54 FR 50992, December 11, 1989, Subpart E,
consisting of Secs. 93.71 through 93.75, was removed, effective January 11,
1990.
Sec. 93.71 Applicability.
This subpart applies to aircraft operated under Visual Flight Rules within
VOR Federal Airway 16 between longitudes 112 deg.23'00'' W. and 112
deg.41'30'' W., excluding that portion of the airspace within a 4-statute-
mile radius of Phoenix-Litchfield Airport (latitude 33 deg.25'25'' N.,
longitude 112 deg.22'30'' W.), Monday through Saturday, from 0600 to 0100 the
following day, local time.
Sec. 93.73 Crossing VOR Federal Airway No. 16; VFR Jet Training Operations.
Each pilot in command of a Luke Air Force Base jet aircraft operating
outside of Luke Air Force Base airport traffic pattern under Visual Flight
Rules and engaged in a training operation that requires crossing of VOR
Federal Airway No. 16 within the airspace specified in Sec. 93.71, shall
cross within that specified airspace at altitudes from 2,500 feet m.s.l. to
5,000 m.s.., inclusive.
Sec. 93.75 Crossing and operating along VOR Federal Airway No. 16.
Each person piloting an aircraft (other than an aircraft to which Sec.
93.73 applies, and aircraft departing Luke Air Force Base) crossing or
operating along VOR Federal Airway No. 16 in the area specified in Sec. 93.71
shall operate--
(a) At 2,000 feet m.s.l., or lower, or
(b) At 5,500 feet m.s.l., or higher.
SUMMARY: This action retains the Valparaiso, Florida Terminal Area and
Special Air Traffic Rules in part 93 of the Federal Aviation Regulations
(FAR); revises the Class D airspace areas for Eglin Air Force Base (AFB), the
Eglin Air Force (AF) Auxiliary No. 3 Duke Field, and Hurlburt Field; revises
the Crestview Class E airspace area; and deletes the Eglin Class D North-
South corridor. Additionally, this action modifies the established North-
South and East-West corridors associated with the Valparaiso, Florida
Terminal Area and Eglin AFB in part 93 of the FAR. This action is necessary
to simplify operating procedures, airspace assignment and airspace use within
the Valparaiso, Florida Terminal Area.
EFFECTIVE DATE: This amendment is effective on December 8, 1994.
(a) This subpart prescribes the Valparaiso, Florida Terminal Area, and the
special air traffic rules for operating aircraft within that Area.
(b) The Valparaiso, Florida Terminal Area is designated as follows:
(1) North-South Corridor. The North-South Corridor includes the airspace
extending upward from the surface up to, but not including, 18,000 feet MSL,
bounded by a line beginning at:
Latitude 30 deg.42'51" N., Longitude 86 deg.38'02" W.; to
Latitude 30 deg.43'18" N., Longitude 86 deg.27'37" W.; to
Latitude 30 deg.37'01" N., Longitude 86 deg.27'37" W.; to
Latitude 30 deg.37'01" N., Longitude 86 deg.25'30" W.; to
Latitude 30 deg.33'01" N., Longitude 86 deg.25'30" W.; to
Latitude 30 deg.33'01" N., Longitude 86 deg.25'00" W.; to
Latitude 30 deg.25'01" N., Longitude 86 deg.25'00" W.; to
Latitude 30 deg.25'01" N., Longitude 86 deg.38'12" W.; to
Latitude 30 deg.29'02" N., Longitude 86 deg.38'02" W.; to point of beginning.
(2) East-West Corridor--The East-West Corridor is divided into three
sections to accommodate the different altitudes as portions of the corridor
underlie restricted areas R-2915C, R-2919B, and R-2914B.
(i) The west section would include that airspace extending upward from the
surface to but not including 8,500 feet MSL, bounded by a line beginning at:
Latitude 30 deg.22'47" N., Longitude 86 deg.51'30" W.: then along the
shoreline to Latitude 30 deg.23'46" N., Longitude 86 deg.38'15" W.; to
Latitude 30 deg.20'51" N., Longitude 86 deg.38'50" W.; then 3 NM from and
parallel to the shoreline to Latitude 30 deg.19'31" N., Longitude 86
deg.51'30" W.; to the beginning.
(ii) The center section would include that airspace extending upward from
the surface to but not including 18,000 feet MSL, bounded by a line beginning
at:
Latitude 30 deg.25'01" N., Longitude 86 deg.38'12" W.; to
Latitude 30 deg.25'01" N., Longitude 86 deg.25'00" W.; to
Latitude 30 deg.25'01" N., Longitude 86 deg.22'26" W.; to
Latitude 30 deg.19'46" N., Longitude 86 deg.23'45" W.; then 3 NM from and
parallel to the shoreline to Latitude 30 deg.20'51" N.,
Longitude 86 deg.38'50" W.; to Latitude 30 deg.23'46" N.,
Longitude 86 deg.38'15" W.; to the beginning.
(iii) The east section would include that airspace extending upward from
the surface to but not including 8,500 feet MSL, bounded by a line beginning
at:
Latitude 30 deg.25'01" N., Longitude 86 deg.22'26" W.; to
Latitude 30 deg.22'01" N., Longitude 86 deg.08'00" W.; to
Latitude 30 deg.19'16" N., Longitude 85 deg.56'00" W.; to
Latitude 30 deg.11'01" N., Longitude 85 deg.56'00" W.; then 3 NM from and
parallel to the shoreline to Latitude 30 deg.19'46" N., Longitude 86
deg.23'45" W.; to the beginning.
SUMMARY: This action retains the Valparaiso, Florida Terminal Area and
Special Air Traffic Rules in part 93 of the Federal Aviation Regulations
(FAR); revises the Class D airspace areas for Eglin Air Force Base (AFB), the
Eglin Air Force (AF) Auxiliary No. 3 Duke Field, and Hurlburt Field; revises
the Crestview Class E airspace area; and deletes the Eglin Class D North-
South corridor. Additionally, this action modifies the established North-
South and East-West corridors associated with the Valparaiso, Florida
Terminal Area and Eglin AFB in part 93 of the FAR. This action is necessary
to simplify operating procedures, airspace assignment and airspace use within
the Valparaiso, Florida Terminal Area.
EFFECTIVE DATE: This amendment is effective on December 8, 1994.
(a) North-South Corridor. Unless otherwise authorized by ATC (including the
Eglin Radar Control Facility), no person may operate an aircraft in flight
within the North-South Corridor designated in Sec. 93.81(b)(1) unless--
(1) Before operating within the corridor, that person obtains a clearance
from the Eglin Radar Control Facility or an appropriate FAA ATC facility; and
(2) That person maintains two-way radio communication with the Eglin Radar
Control Facility or an appropriate FAA ATC facility while within the
corridor.
(b) East-West Corridor. Unless otherwise authorized by ATC (including the
Eglin Radar Control Facility), no person may operate an aircraft in flight
within the East-West Corridor designated in Sec. 93.81(b)(2) unless--
(1) Before operating within the corridor, that person establishes two-way
radio communications with Eglin Radar Control Facility or an appropriate FAA
ATC facility and receives an ATC advisory concerning operations being
conducted therein; and
(2) That person maintains two-way radio communications with the Eglin Radar
Control Facility or an appropriate FAA ATC facility while within the
corridor.
SUMMARY: This action retains the Valparaiso, Florida Terminal Area and
Special Air Traffic Rules in part 93 of the Federal Aviation Regulations
(FAR); revises the Class D airspace areas for Eglin Air Force Base (AFB), the
Eglin Air Force (AF) Auxiliary No. 3 Duke Field, and Hurlburt Field; revises
the Crestview Class E airspace area; and deletes the Eglin Class D North-
South corridor. Additionally, this action modifies the established North-
South and East-West corridors associated with the Valparaiso, Florida
Terminal Area and Eglin AFB in part 93 of the FAR. This action is necessary
to simplify operating procedures, airspace assignment and airspace use within
the Valparaiso, Florida Terminal Area.
EFFECTIVE DATE: This amendment is effective on December 8, 1994.
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, removed and reserved subpart I (Secs. 93.111 to 93.113) of
part 93 effective September 16, 1993. The heading of subpart I in effect
until September 16, 1993 reads as follows:
Subpart I--Locations at Which Special VFR Weather Minimums Do Not Apply
SUMMARY: This final rule amends the Federal Aviation Regulations (FAR) to
adopt certain recommendations of the National Airspace Review (NAR)
concerning changes to regulations and procedures in regard to airspace
classifications. These changes are intended to: (1) Simplify airspace
designations; (2) achieve international commonality of airspace designations;
(3) increase standardization of equipment requirements for operations in
various classifications of airspace; (4) describe appropriate pilot
certificate requirements, visual flight rules (VFR) visibility and distance
from cloud rules, and air traffic services offered in each class of airspace;
and (5) satisfy the responsibilities of the United States as a member of the
International Civil Aviation Organization (ICAO). The final rule also amends
the requirement for minimum distance from clouds in certain airspace areas
and the requirements for communications with air traffic control (ATC) in
certain airspace areas; eliminates airport radar service areas (ARSAs),
control zones, and terminal control areas (TCAs) as airspace classifications;
and eliminates the term "airport traffic area." The FAA believes simplified
airspace classifications will reduce existing airspace complexity and thereby
enhance safety.
EFFECTIVE DATE: These regulations become effective September 16, 1993,
except that Secs. 11.61(c), 91.215(d), 71.601, 71.603, 71.605, 71.607, and
71.609 and Part 75 become effective December 12, 1991, and except that
amendatory instruction number 20, Sec. 71.1, is effective as of December 17,
1991 through September 15, 1993, and that Secs. 71.11 and 71.19 become
effective October 15, 1992. The incorporation by reference of FAA Order
7400.7 in Sec. 71.1 (amendatory instruction number 20) is approved by the
Director of the Federal Register as of December 17, 1991, through September
15, 1993. The incorporation by reference of FAA Order 7400.9 in Sec. 71.1
(amendatory instruction number 24) is approved by the Director of the
Federal Register as of September 16, 1993 through September 15, 1994.
Subpart J--Lorain County Regional Airport Traffic Rule
Sec. 93.117 Applicability.
This subpart prescribes a special air traffic rule for the Lorain County
Regional Airport, Lorain County, Ohio.
[Doc. No. 8669, 33 FR 11749, Aug. 20, 1968]
Sec. 93.119 Aircraft operations.
Each person piloting an airplane landing at the Lorain County Regional
Airport shall enter the traffic pattern north of the airport and shall
execute a right traffic pattern for a landing to the southwest or a left
traffic pattern for a landing to the northeast. Each person taking off from
the airport shall execute a departure turn to the north as soon as
practicable after takeoff.
[Doc. No. 8669, 33 FR 11749, Aug. 20, 1968]
Subpart K--High Density Traffic Airports
Sec. 93.121 Applicability.
This subpart designates high density traffic airports and prescribes air
traffic rules for operating aircraft, other than helicopters, to or from
those airports.
[Amdt. 93-21, 35 FR 16592, Oct. 24, 1970, as amended by Amdt. 93-27, 38 FR
29464, Oct. 25, 1973]
Sec. 93.123 High density traffic airports.
(a) Each of the following airports is designated as a high density traffic
airport and, except as provided in Sec. 93.129 and paragraph (b) of this
section, or unless otherwise authorized by ATC, is limited to the hourly
number of allocated IFR operations (takeoffs and landings) that may be
reserved for the specified classes of users for that airport:
IFR Operations per Hour
Airport
O'Hare Washington
Class of LaGuardia /2/ National
user /4/ Newark /3/ /1/
Air carriers 48 40 120 37
Commuters 14 10 25 11
Other 6 10 10 12
/1/ Washington National Airport
operations are subject to modifications
per Section 93.124.
/2/ The hour period in effect at O'Hare
begins at 6:45 a.m. and continues in
30-minute increments until 9:15 p.m.
/3/ Operations at O'Hare International
Airport shall not--
(a) Except as provided in paragraph (c)
of the note, exceed 62 for air carriers
and 13 for commuters and 5 for "other"
during any 30-minute period beginning
at 6:45 a.m. and continuing every 30
minutes thereafter.
(b) Except as provided in paragraph (c)
of the note, exceed more than 120 for
air carriers, 25 for commuters, and 10
for "other" in any two consecutive 30-
minute periods.
(c) For the hours beginning at 6:45
a.m., 7:45 a.m., 11:45 a.m., 7:45 p.m.
and 8:45 p.m., the hourly limitations
shall be 105 for air carriers, 40 for
commuters and 10 for "other," and the
30-minute limitations shall be 55 for
air carriers, 20 for commuters and 5
for "other." For the hour beginning at
3:45 p.m., the hourly limitations shall
be 115 for air carriers, 30 for
commuters and 10 for "others", and the
30-minute limitations shall be 60 for
air carriers, 15 for commuters and 5
for "other."
/4/ Operations at LaGuardia Airport
shall not--
(a) Exceed 26 for air carriers, 7 for
commuters and 3 for "other" during any
30-minute period.
(b) Exceed 48 for air carriers, 14 for
commuters, and 6 for "other" in any two
consecutive 30-minute periods.
(b) The following exceptions apply to the allocations of reservations
prescribed in paragraph (a) Of this section.
(1) The allocations of resevations among the several classes of users do
not apply from 12 midnight to 6 a.m. local time, but the totala hourly
limitation remains applicable.
(2) [Reserved]
(3) The allocation of 37 IFR reservations per hour for air carriers except
commuters at Washington National Airport does not include charter flights, or
other nonscheduled flights of scheduled or supplemental air carriers. These
flights may be conducted without regard to the limitation of 37 IFR
reservations per hour.
(4) The allocation of IFR reservations for air carriers except commuters at
LaGuardia, Newark, O'Hare, and Washington National Airports does not include
extra sections of scheduled flights. The allocation of IFR reservations for
scheduled commuters at Washington National Airport does not include extra
sections of scheduled flights. These flights may be conducted without regard
to the limitation upon the hourly IFR reservations at those airports.
(5) Any reservation allocated to, but not taken by, air carrier operations
(except commuters) is available for a scheduled commuter operation.
(6) Any reservation allocated to, but not taken by, air carrier operations
(except commuters) or scheduled commuter operations is available for other
operations.
(c) For purposes of this subpart--
(1) The number of operations allocated to "air carriers except commuters,"
as used in paragraph (a) of this section refers to the number of operations
conducted by air carriers with turboprop and reciprocating engine aircraft
having a certificated maximum passenger seating capacity of 75 or more or
with turbojet powered aircraft having a certificated maximum passenger
seating capacity of 56 or more, or, if used for cargo service in air
transportation, with any aircraft having a maximum payload capacity of 18,000
pounds or more.
(2) The number of operations allocated to "scheduled commuters," as used in
paragraph (a) of this section, refers to the number of operations conducted
by air carriers with turboprop and reciprocating engine aircraft having a
certificated maximum passenger seating capacity of less than 75 or by
turbojet aircraft having a certificated maximum passenger seating capacity of
less than 56, or, if used for cargo service in air transportation, with any
aircraft having a maximum payload capacity of less than 18,000 pounds.
(3) Notwithstanding the provisions of paragraph (c)(2) of this Section, a
limited number of operations allocated for "scheduled commuters" under
paragraph (a) of this section may be conducted with aircraft described in
Sec. 93.221(e) of this part pursuant to the requirements of Sec. 93.221(e).
Note: The effective date of paragraph (c), to the extent it defines
turbojet aircraft with a maximum certificated seating capacity of less than
56 seats as air carrier aircraft, is suspended indefinitely.
SUMMARY: This action amends the regulations pertaining to the allocation
and definition of commuter operator slots (i.e., allocated instrument flight
rules (IFR) takeoff and landing reservations) at O'Hare International
Airport. Under the rule as adopted, the FAA will permit a limited number of
commuter slots at O'Hare International Airport to be used by aircraft having
a maximum seating capacity of up to 110 passenger seats. This amendment is in
response to a petition for rulemaking submitted by American Airlines and
subsequent comments received on the petition and notice of proposed
rulemaking. The FAA will limit the number of commuter slots available for
operation of such aircraft to 25 percent of each operator's commuter slots at
O'Hare International Airport, and limit the number of such operations in any
half hour. This amendment will remain in effect for a 2-year period to allow
the FAA to evaluate the effect of the change on the operation of the airport
and air traffic facilities, and may be extended. This action will relieve
airlines at O'Hare of certain existing restrictions and permit (but not
necessarily result in) additional jet service to some smaller communities
while still preserving the class of commuter slots as distinct from air
carrier slots.
EFFECTIVE DATE: Rule effective September 18, 1991.
Except between 12 Midnight and 6 a.m. local time, no person may operate an
aircraft to or from an airport designated as a high density traffic airport
unless he has received, for that operation, an arrival or departure
reservation from ATC.
(a) IFR. The operator of an aircraft may take off or land the aircraft
under IFR at a designated high density traffic airport without regard to the
maximum number of operations allocated for that airport if the operation is
not a scheduled operation to or from a high density airport and he obtains a
departure or arrival reservation, as appropriate, from ATC. The reservation
is granted by ATC whenever the aircraft may be accommodated without
significant additional delay to the operations allocated for the airport for
which the reservations is requested.
(b) VFR. The operator of an aircraft may take off and land the aircraft
under VFR at a designated high density traffic airport without regard to the
maximum number of operations allocated for that airport if the operation is
not a scheduled operation to or from a high density airport and he obtains a
departure or arrival reservation, as appropriate, from ATC. The reservation
is granted by ATC whenever the aircraft may be accommodated without
significant additional delay to the operations allocated for the airport for
which the reservation is requested and the ceiling reported at the airport is
at least 1,000 feet and the ground visibility reported at the airport is at
least 3 miles.
(c) For the purpose of this section a "scheduled operation to or from the
high density airport" is any operation regularly conducted by an air carrier
or commuter between a high density airport and another point regularly served
by that operator unless the service is conducted pursuant to irregular
charter or hiring of aircraft or is a nonpassenger flight.
(d) An aircraft operator must obtain an IFR reservation in accordance with
procedures established by the Administrator. For IFR flights to or from a
high density airport, reservations for takeoff and arrival shall be obtained
prior to takeoff.
The Administrator may suspend the effectiveness of any allocation
prescribed in Sec. 93.123 and the reservation requirements prescribed in Sec.
93.125 if he finds such action to be consistent with the efficient use of the
airspace. Such suspension may be terminated whenever the Administrator
determines that such action is necessary for the efficient use of the
airspace.
Except as provided in Sec. 93.130, the provisions of Secs. 93.123 and
93.125 do not apply to--
(a) The Newark Airport, Newark, New Jersey;
(b) The Kennedy International Airport, New York, New York, except during
the hours from 3:00 p.m. through 7:59 p.m., local time; and
(c) O'Hare International Airport from 9:15 p.m. to 6:44 a.m., local time.
This subpart prescribes special air traffic rules and communications
requirements for persons operating aircraft, under VFR--
(a) To, from, or in the vicinity of the Ketchikan International Airport or
Ketchikan Harbor.
(b) Within the airspace below 3,000 feet MSL within the lateral boundary of
the surface area of the Ketchikan Class E airspace regardless of whether that
airspace is in effect.
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, as amended at 58 FR 32839, June 14, 1993, revised the
introductory text of Sec. 93.151 effective September 16, 1993. For the
convenience of the user, the superseded text in effect until Sept. 16, 1993,
is set forth as follows:
Sec. 93.151 Applicability.
This subpart prescribes special air traffic rules and communication
requirements for persons operating aircraft under VFR--
SUMMARY: This action corrects the Airspace Reclassification final rule
that was promulgated on December 17, 1991, by deleting Class B from the
airspace areas where the indicated airspeed of aircraft is restricted to 200
knots; by continuing the special communications requirements currently in
effect at Ketchikan International Airport, Alaska; and by deleting Class B
and Class C airspace areas from the exception for agricultural aircraft
operating to and from dispensing areas. The correction is necessary to ensure
the operating rules continue as intended on September 16, 1993, the
implementation date of Airspace Reclassification.
EFFECTIVE DATE: This amendment is effective September 16, 1993.
(a) When the Ketchikan Flight Service Station is in operation, no person
may operate an aircraft within the airspace specified in Sec. 93.151, or taxi
onto the runway at Ketchikan International Airport, unless that person has
established two-way radio communications with the Ketchikan Flight Service
Station for the purpose of receiving traffic advisories and continues to
monitor the advisory frequency at all times while operating within the
specified airspace.
(b) When the Ketchikan Flight Service Station is not in operation, no
person may operate an aircraft within the airspace specified in Sec. 93.151,
or taxi onto the runway at Ketchikan International Airport, unless that
person continuously monitors and communicates, as appropriate, on the
designated common traffic advisory frequency as follows:
(1) For inbound flights. Announces position and intentions when no less
than 10 miles from Ketchikan International Airport, and monitors the
designated frequency until clear of the movement area on the airport or
Ketchikan Harbor.
(2) For departing flights. Announces position and intentions prior to
taxiing onto the active runway on the airport or onto the movement area of
Ketchikan Harbor and monitors the designated frequency until outside the
airspace described in Sec. 93.151 and announces position and intentions upon
departing that airspace.
(c) Notwithstanding the provisions of paragraphs (a) and (b) of this
section, if two-way radio communications failure occurs in flight, a person
may operate an aircraft within the airspace specified in Sec. 93.151, and
land, if weather conditions are at or above basic VFR weather minimums.
SUMMARY: This action amends the special air traffic rule at Ketchikan,
Alaska, by establishing rule applicability in all portions of the Ketchikan
Control Zone. The rule formerly excluded certain portions of the airspace
below 600 feet mean sea level (MSL). This action also clarifies the original
intent of the rule by specifying that pilots must comply with certain traffic
advisory and self-announcement procedures while operating in the control
zone. The FAA believes that the level of safety provided for aircraft
operations in the Ketchikan area will be enhanced by this amendment.
(a) When an advisory is received from the Ketchikan Flight Service Station
stating that an aircraft is on final approach to the Ketchikan International
Airport, no person may taxi onto the runway of that airport until the
approaching aircraft has landed and has cleared the runway.
(b) Unless otherwise authorized by ATC, each person operating a large
airplane or a turbine engine powered airplane shall--
(1) When approaching to land at the Ketchikan International Airport,
maintain an altitude of at least 900 feet MSL until within three miles of the
airport; and
(2) After takeoff from the Ketchikan International Airport, maintain runway
heading until reaching an altitude of 900 feet MSL.
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, removed and reserved subpart N (Secs. 93.161 to 93.163) of
part 93 effective September 16, 1993. The heading of subpart N in effect
until September 16, 1993 reads as follows:
Subpart N--Sabre U.S. Army Heliport (Tenn.) Airport Traffic Area
SUMMARY: This final rule amends the Federal Aviation Regulations (FAR) to
adopt certain recommendations of the National Airspace Review (NAR)
concerning changes to regulations and procedures in regard to airspace
classifications. These changes are intended to: (1) Simplify airspace
designations; (2) achieve international commonality of airspace designations;
(3) increase standardization of equipment requirements for operations in
various classifications of airspace; (4) describe appropriate pilot
certificate requirements, visual flight rules (VFR) visibility and distance
from cloud rules, and air traffic services offered in each class of airspace;
and (5) satisfy the responsibilities of the United States as a member of the
International Civil Aviation Organization (ICAO). The final rule also amends
the requirement for minimum distance from clouds in certain airspace areas
and the requirements for communications with air traffic control (ATC) in
certain airspace areas; eliminates airport radar service areas (ARSAs),
control zones, and terminal control areas (TCAs) as airspace classifications;
and eliminates the term "airport traffic area." The FAA believes simplified
airspace classifications will reduce existing airspace complexity and thereby
enhance safety.
EFFECTIVE DATE: These regulations become effective September 16, 1993,
except that Secs. 11.61(c), 91.215(d), 71.601, 71.603, 71.605, 71.607, and
71.609 and Part 75 become effective December 12, 1991, and except that
amendatory instruction number 20, Sec. 71.1, is effective as of December 17,
1991 through September 15, 1993, and that Secs. 71.11 and 71.19 become
effective October 15, 1992. The incorporation by reference of FAA Order
7400.7 in Sec. 71.1 (amendatory instruction number 20) is approved by the
Director of the Federal Register as of December 17, 1991, through September
15, 1993. The incorporation by reference of FAA Order 7400.9 in Sec. 71.1
(amendatory instruction number 24) is approved by the Director of the
Federal Register as of September 16, 1993 through September 15, 1994.
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, removed and reserved subpart O (Secs. 93.171 to 93.175) of
part 93 effective September 16, 1993. The heading of subpart O in effect
until September 16, 1993 reads as follows:
Subpart O--Jacksonville, Florida, Navy Airport Traffic Area
SUMMARY: This final rule amends the Federal Aviation Regulations (FAR) to
adopt certain recommendations of the National Airspace Review (NAR)
concerning changes to regulations and procedures in regard to airspace
classifications. These changes are intended to: (1) Simplify airspace
designations; (2) achieve international commonality of airspace designations;
(3) increase standardization of equipment requirements for operations in
various classifications of airspace; (4) describe appropriate pilot
certificate requirements, visual flight rules (VFR) visibility and distance
from cloud rules, and air traffic services offered in each class of airspace;
and (5) satisfy the responsibilities of the United States as a member of the
International Civil Aviation Organization (ICAO). The final rule also amends
the requirement for minimum distance from clouds in certain airspace areas
and the requirements for communications with air traffic control (ATC) in
certain airspace areas; eliminates airport radar service areas (ARSAs),
control zones, and terminal control areas (TCAs) as airspace classifications;
and eliminates the term "airport traffic area." The FAA believes simplified
airspace classifications will reduce existing airspace complexity and thereby
enhance safety.
EFFECTIVE DATE: These regulations become effective September 16, 1993,
except that Secs. 11.61(c), 91.215(d), 71.601, 71.603, 71.605, 71.607, and
71.609 and Part 75 become effective December 12, 1991, and except that
amendatory instruction number 20, Sec. 71.1, is effective as of December 17,
1991 through September 15, 1993, and that Secs. 71.11 and 71.19 become
effective October 15, 1992. The incorporation by reference of FAA Order
7400.7 in Sec. 71.1 (amendatory instruction number 20) is approved by the
Director of the Federal Register as of December 17, 1991, through September
15, 1993. The incorporation by reference of FAA Order 7400.9 in Sec. 71.1
(amendatory instruction number 24) is approved by the Director of the
Federal Register as of September 16, 1993 through September 15, 1994.
SUMMARY: This final rule amends the Federal Aviation Regulations (FAR) by
designating additional control areas as offshore airspace areas or en route
domestic airspace areas, as appropriate; revising certain additional control
areas; including restricted and prohibited areas in the Continental Control
Area; eliminating domestic area low routes; eliminating control areas
associated with jet routes outside the Continental Control Area; eliminating
domestic high altitude reporting points; eliminating certain domestic low
altitude reporting points; eliminating the special air traffic rules for
Flushing, New York; and replacing the Valparaiso, Florida terminal area and
special air traffic rules with the Elgin, Florida Class D airspace areas.
These amendments respond to recommendations from the National Airspace Review
(NAR) and meet a goal of the Airspace Reclassification final rule--to
simplify airspace assignment and use.
EFFECTIVE DATES: The amendments to Secs. 71.1 and 71.9 which are currently
in effect, become effective April 1, 1993, through September 15, 1993; the
removal of Sec. 71.6 becomes effective April 1, 1993; the removal of subpart
P of part 93 becomes effective June 20, 1993; the amendments to Secs. 71.1,
71.33 and 71.71 which are effective September 16, 1993, and the removal of
Sec. 71.77, become effective September 16, 1993; and the removal of subpart F
of part 93 becomes effective December 9, 1993.
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, removed and reserved subpart Q (Secs. 93.195 to 93.199) of
part 93 effective September 16, 1993. The heading of subpart Q in effect
until September 16, 1993 reads as follows:
Subpart Q--Abbotsford, BC, and Sault Ste. Marie, ON: Special Airport Traffic
Areas and Air Traffic Rules
SUMMARY: This final rule amends the Federal Aviation Regulations (FAR) to
adopt certain recommendations of the National Airspace Review (NAR)
concerning changes to regulations and procedures in regard to airspace
classifications. These changes are intended to: (1) Simplify airspace
designations; (2) achieve international commonality of airspace designations;
(3) increase standardization of equipment requirements for operations in
various classifications of airspace; (4) describe appropriate pilot
certificate requirements, visual flight rules (VFR) visibility and distance
from cloud rules, and air traffic services offered in each class of airspace;
and (5) satisfy the responsibilities of the United States as a member of the
International Civil Aviation Organization (ICAO). The final rule also amends
the requirement for minimum distance from clouds in certain airspace areas
and the requirements for communications with air traffic control (ATC) in
certain airspace areas; eliminates airport radar service areas (ARSAs),
control zones, and terminal control areas (TCAs) as airspace classifications;
and eliminates the term "airport traffic area." The FAA believes simplified
airspace classifications will reduce existing airspace complexity and thereby
enhance safety.
EFFECTIVE DATE: These regulations become effective September 16, 1993,
except that Secs. 11.61(c), 91.215(d), 71.601, 71.603, 71.605, 71.607, and
71.609 and Part 75 become effective December 12, 1991, and except that
amendatory instruction number 20, Sec. 71.1, is effective as of December 17,
1991 through September 15, 1993, and that Secs. 71.11 and 71.19 become
effective October 15, 1992. The incorporation by reference of FAA Order
7400.7 in Sec. 71.1 (amendatory instruction number 20) is approved by the
Director of the Federal Register as of December 17, 1991, through September
15, 1993. The incorporation by reference of FAA Order 7400.9 in Sec. 71.1
(amendatory instruction number 24) is approved by the Director of the
Federal Register as of September 16, 1993 through September 15, 1994.
EFFECTIVE DATE NOTE: Amdt. 93-64, 56 FR 65662, Dec. 17, 1991; 57 FR 11575,
Apr. 6, 1992, removed and reserved subpart R (Secs. 93.200 to 93.208) of
part 93 effective September 16, 1993. The heading of subpart R in effect
until September 16, 1993 reads as follows:
Subpart R--MCAS El Toro, CA, Special Air Traffic Rules
SUMMARY: This final rule amends the Federal Aviation Regulations (FAR) to
adopt certain recommendations of the National Airspace Review (NAR)
concerning changes to regulations and procedures in regard to airspace
classifications. These changes are intended to: (1) Simplify airspace
designations; (2) achieve international commonality of airspace designations;
(3) increase standardization of equipment requirements for operations in
various classifications of airspace; (4) describe appropriate pilot
certificate requirements, visual flight rules (VFR) visibility and distance
from cloud rules, and air traffic services offered in each class of airspace;
and (5) satisfy the responsibilities of the United States as a member of the
International Civil Aviation Organization (ICAO). The final rule also amends
the requirement for minimum distance from clouds in certain airspace areas
and the requirements for communications with air traffic control (ATC) in
certain airspace areas; eliminates airport radar service areas (ARSAs),
control zones, and terminal control areas (TCAs) as airspace classifications;
and eliminates the term "airport traffic area." The FAA believes simplified
airspace classifications will reduce existing airspace complexity and thereby
enhance safety.
EFFECTIVE DATE: These regulations become effective September 16, 1993,
except that Secs. 11.61(c), 91.215(d), 71.601, 71.603, 71.605, 71.607, and
71.609 and Part 75 become effective December 12, 1991, and except that
amendatory instruction number 20, Sec. 71.1, is effective as of December 17,
1991 through September 15, 1993, and that Secs. 71.11 and 71.19 become
effective October 15, 1992. The incorporation by reference of FAA Order
7400.7 in Sec. 71.1 (amendatory instruction number 20) is approved by the
Director of the Federal Register as of December 17, 1991, through September
15, 1993. The incorporation by reference of FAA Order 7400.9 in Sec. 71.1
(amendatory instruction number 24) is approved by the Director of the
Federal Register as of September 16, 1993 through September 15, 1994.
(a) This subpart prescribes rules applicable to the allocation and
withdrawal of IFR operational authority (takeoffs and landings) to individual
air carriers and commuter operators at the High Density Traffic Airports
identified in Subpart K of this part except for Newark Airport.
(b) This subpart also prescribes rules concerning the transfer of allocated
IFR operational authority and the use of that authority once allocated.
Sec. 93.213 Definitions and general provisions.
(a) For purposes of this subpart--
(1) New entrant carrier means a commuter operator or air carrier which does
not hold a slot at a particular airport and has never sold or given up a slot
at that airport after December 16, 1985.
(2) Slot means the operational authority to conduct one IFR landing or
takeoff operation each day during a specific hour or 30 minute period at one
of the High Density Traffic Airports, as specified in Subpart K of this part.
(3) Summer season means the period of time from the first Sunday in April
until the last Sunday in October.
(4) Winter season means the period of time from the fourth Sunday in
October until the first Sunday in April.
(5) Limited incumbent carrier means an air carrier or commuter operator
that holds or operates fewer than 12 air carrier or commuter slots, in any
combination, at a particular airport, not including international slots,
Essential Air Service Program slots, or slots between the hours of 2200 and
0659 at Washington National Airport or LaGuardia Airport. However, for the
purposes of this paragraph (a)(5), the carrier is considered to hold the
number of slots at that airport that the carrier has, since December 16,
1985:
(i) Returned to the FAA;
(ii) Had recalled by the FAA under Sec. 93.227(a); or
(iii) Transferred to another party other than by trade for one or more
slots at the same airport.
(b) The definitions specified in Subpart K of this part also apply to this
subpart.
(c) For purposes of this subpart, if an air carrier, commuter operator, or
other person has more than a 50-percent ownership or control of one or more
other air carriers, commuter operators, or other persons, they shall be
considered to be a single air carrier, commuter operator, or person. In
addition, if a single company has more than a 50-percent ownership or control
of two or more air carriers and/or commuter operators or any combination
thereof, those air carriers and/or commuter operators shall be considered to
be a single operator. A single operator may be considered to be both an air
carrier and commuter operator for purposes of this subpart.
[Doc. No. 24105, Amdt. 93-49, 50 FR 52195, Dec. 20, 1985, as amended by Amdt.
93-52, 51 FR 21717, June 13, 1986; Amdt. 93-57, 54 FR 34906, Aug. 22, 1989;
54 FR 37303, Sept. 8, 1989; Amdt. 93-65, 57 FR 37314, Aug. 18, 1992]
SUMMARY: This action amends the Federal Aviation Regulations governing the
allocation and transfer of air carrier and commuter operator slots (i.e.,
instrument flight rules (IFR) takeoff and landing reservations) at Kennedy
International Airport, LaGuardia Airport, O'Hare International Airport, and
Washington National Airport. This amendment adds a definition of "limited
incumbent carrier" to refer to air carriers and commuter operators holding
fewer than 12 slots at a high density airport; provides for allocation of
slots by lottery to certain new entrant and limited incumbent carriers;
restricts the transfer of newly acquired lottery slots and provides for the
recall of those slots upon the sale or merger of the limited incumbent slot
holder; amends the minimum slot use requirements; amends the slot use
reporting requirements; and removes an obsolete penalty provision. This
amendment is designed to promote the availability of slots to new entrant and
limited incumbent carriers at the high density airports, and thereby enhance
competition.
(a) Each air carrier and commuter operator holding a permanent slot on
December 16, 1985, as evidenced by the records of the air carrier and
commuter operator scheduling committees, shall be allocated those slots
subject to withdrawal under the provisions of this subpart. The Chief Counsel
of the FAA shall be the final decisionmaker for initial allocation
determinations.
(b) Any permanent slot whose use on December 16, 1985 is divided among
different operators, by day of the week, or otherwise, as evidenced by
records of the scheduling committees, shall be allocated in conformity with
those records. The Chief Counsel of the FAA shall be the final decisionmaker
for these determinations.
(c) A carrier may permanently designate a slot it holds at Kennedy
International Airport as a seasonal slot, to be held by the carrier only
during the corresponding season in future years, if it notifies the FAA (at
the address specified in Sec. 93.225(e)), in writing, the preceding winter
seasons or by October 15 of the preceding year for summer seasons.
(d) Within 30 days after December 16, 1985, each U.S. air carrier and
commuter operator must notify the office specified in Sec. 93.221(a)(1), in
writing, of those slots used for operations described in Sec. 93.217(a)(1) on
December 16, 1985.
(e) Any slot not held by an operator on December 16, 1985 shall be
allocated in accordance with the provisions of Secs.93.217, 93.219 or 93.225
of this subpart.
[Doc. No. 24105, Amdt. 93-49, 50 FR 52195, Dec. 20, 1985, as amended by Amdt.
93-52, 51 FR 21717, June 13, 1986]
Sec. 93.217 Allocation of slots for international operations and applicable
limitations.
(a) Any air carrier or commuter operator having the authority to conduct
international operations shall be provided slots for those operations subject
to the following conditions and the other provisions of this section:
(1) The slot may be used only for a flight segment in which either the
takeoff or landing is at a foreign point or, for foreign operators, the
flight segment is a continuation of a flight that begins or ends at a foreign
point. Slots may be obtained and used under this section only for operations
at Kennedy and O'Hare airports unless otherwise required by bilateral
agreement and only for scheduled service unless the requesting carrier
qualifies for the slot on the basis of historic seasonal operations, under
Sec. 93.217(a)(5).
(2) Slots used for an operation described in paragraph (a)(1) of this
section may not be bought, sold, leased, or otherwise transferred, except
that such a slot may be traded to another slot-holder on a one-for-one basis
for a slot at the same airport in a different hour or half-hour period if the
trade is for the purpose of conducting such an operation in a different hour
or half-hour period.
(3) Slots used for operations described in paragraph (a)(1) of this section
must be returned to the FAA if the slot will not be used for such operations
for more than a 2-week period.
(4) Each air carrier or commuter operator having a slot that is used for
operations described in paragraph (a)(1) of this section but is not used
every day of the week shall notify the office specified in Sec. 93.221(a)(1)
in writing of those days on which the slots will not be used.
(5) Except as provided in paragraph (a)(10) of this section, at Kennedy
and O'Hare Airports, a slot shall be allocated, upon request, for seasonal
international operations, including charter operations, if the Chief Counsel
of the FAA determines that the slot had been permanently allocated to and
used by the requesting carrier in the same hour and for the same time period
during the corresponding season of the preceding year. Requests for such
slots must be submitted to the office specified in Sec. 93.221(a)(1) by May
15 for operations to be conducted during the following winter season and by
October 15 for the following summer season. For operations during the 1986
summer season, requests under this paragraph must have been submitted to the
FAA on or before February 1, 1986. Each carrier requesting a slot under this
paragraph must submit its entire international schedule at the relevant
airport for the particular season, noting which requests are in addition to
or changes from the previous year.
(6) Except as provided in paragraph (a)(10) of this section, additional
slots shall be allocated at O'Hare Airport for international scheduled air
carrier and commuter operations (beyond those slots allocated under Sec.
93.215 and Sec. 93.217(a)(5)) if a request is submitted to the office
specified in Sec. 93.221(a)(1) by May 15 for operations to commence during
the following winter season and by October 15 for operations to commence
during the following summer season. These slots will be allocated at the
time requested unless a slot is available within one hour of the requested
time, in which case the unallocated slot will be used to satisfy the request.
(7) If required by bilateral agreement, additional slots shall be allocated
at LaGuardia Airport for international scheduled passenger operations within
the hour requested.
(8) To the extent vacant slots are available, additional slots during the
high-density hours shall be allocated at Kennedy Airport for new
international scheduled air carrier and commuter operations (beyond those
operations for which slots have been allocated under Secs. 93.215 and
93.217(a)(5)), if a request is submitted to the office specified in Sec.
93.221(a)(1) by May 15 for operations to commence during the following winter
season and by October 15 for operations to commence during the following
summer season. In addition, slots may be withdrawn from domestic operations
for operations at Kennedy Airport under this paragraph if required by
international obligations.
(9) In determining the hour in which a slot request under Secs.
93.217(a)(6) and 93.217(a)(8) will be granted, the following will be taken
into consideration, among other things:
(i) The availability of vacant slot times;
(ii) International obligations;
(iii) Airport terminal capacity, including facilities and personnel of the
U.S. Customs Service and the U.S. Immigration and Naturalization Service;
(iv) The extent and regularity of intended use of a slot; and
(v) Schedule constraints of carriers requesting slots.
(10) At O'Hare Airport, a slot will not be allocated under this section to
a carrier holding or operating 100 or more permanent slots on the previous
May 15 for a winter season or October 15 for a summer season unless
(i) Allocation of the slot does not result in a total allocation to that
carrier under this section that exceeds the number of slots allocated to and
scheduled by that carrier under this section on February 23, 1990, and does
not exceed by more than 2 the number of slots allocated to and scheduled by
that carrier during any half hour of that day, or
(ii) Notwithstanding the number of slots allocated under paragraph
(a)(10)(i) of this section, a slot is available for allocation without
withdrawal of a permanent slot from any carrier.
(b) If a slot allocated under Sec. 93.215 was scheduled for an operation
described in paragraph (a)(1) of this section on December 16, 1985, its use
shall be subject to the requirements of paragraphs (a)(1) through (a)(4) of
this section. The requirements also apply to slots used for international
operations at LaGuardia Airport.
(c) If a slot is offered to a carrier in other than the hour requested, the
carrier shall have 14 days after the date of the offer to accept the newly
offered slot. Acceptance must be in writing and sent to the office specified
in Sec. 93.221(a)(1) and must repeat the certified statements required by
paragraph (e) of this section.
(d) The Office of the Secretary of Transportation reserves the right not to
apply the provisions of this section, concerning the allocation of slots, to
any foreign air carrier or commuter operator of a country that provides slots
to U.S. air carriers and commuter operators on a basis more restrictive than
provided by this subpart. Decisions not to apply the provisions of this
section will be made by the Office of the Secretary of Transportation.
(e) Each request for slots under this section shall state the airport, days
of the week and time of the day of the desired slots and the period of time
the slots are to be used. Each request shall identify whether the slot is
requested under paragraph (a)(5), (6), or (8) and identify any changes from
the previous year if requested under both paragraphs. The request must be
accompanied by a certified statement signed by an officer of the operator
indicating that the operator has or has contracted for aircraft capable of
being utilized in using the slots requested and that the operator has bona
fide plans to use the requested slots for operations described in paragraph
(a).
[Doc. No. 24105, Amdt. 93-52, 51 FR 21717, June 13, 1986, as amended by
Amdt. 93-61, 55 FR 53243, Dec. 27, 1990; 56 FR 1059, Jan. 10, 1991]
SUMMARY: This action amends the procedures for allocation of air carrier
and commuter operator takeoff and landing slots at O'Hare International
Airport, to limit the availability of seasonal international slots at O'Hare
Airport for carriers with 100 or more permanent slots. The action responds
to a petition by United Airlines to limit the requirement for U.S. carriers
to furnish domestic slots for international operations by other carriers.
Under the rule adopted, slots generally will be not withdrawn from domestic
operators to accommodate international operations by carriers with 100 or
more slots at that airport, if the resulting allocation would exceed the
schedule operated by each such carrier for the winter 1989-90 season. As a
result, each large slot holder at the airport will be required to accommodate
new international operations primarily from its own slot base, rather than
the domestic slots of other carriers.
EFFECTIVE DATE: January 28, 1991. The rule applies to the allocation of
slots for flights that will be operated on or after October 27, 1991.
Sec. 93.219 Allocation of slots for essential air service operations and
applicable limitations.
Whenever the Office of the Secretary of Transportation determines that
slots are needed for operations to or from a High Density Traffic Airport
under the Department of Transportation's Essential Air Service (EAS) Program,
those slots shall be provided to the designated air carrier or commuter
operator subject to the following limitations:
(a) Slots obtained under this section may not be bought, sold, leased or
otherwise transferred, except that such slots may be traded for other slots
on a one-for-one basis at the same airport.
(b) Any slot obtained under this section must be returned to the FAA if it
will not be used for EAS purposes for more than a 2-week period. A slot
returned under this paragraph may be reallocated to the operator which
returned it upon request to the FAA office specified in Sec. 93.221(a)(1) if
that slot has not been reallocated to an operator to provide substitute
essential air service.
(c) Slots shall be allocated for EAS purposes in a time period within 90
minutes of the time period requested.
(d) The Department will not honor requests for slots for EAS purposes to a
point if the requesting carrier has previously traded away or sold slots it
had used or obtained for use in providing essential air service to that
point.
(e) Slots obtained under Civil Aeronautics Board Order No. 84-11-40 shall
be considered to have been obtained under this section.
Sec. 93.221 Transfer of slots.
(a) Except as otherwise provided in this subpart, effective April 1, 1986,
slots may be bought, sold or leased for any consideration and any time period
and they may be traded in any combination for slots at the same airport or
any other high density traffic airport. Transfers, including leases, shall
comply with the following conditions:
(1) Requests for confirmation must be submitted in writing to Slot
Administration Office, AGC-230, Office of the Chief Counsel, Federal
Aviation Administration, 800 Independence Avenue, SW., Washington, DC 20591,
in a format to be prescribed by the Administrator. Requests will provide the
names of the transferor and recipient; business address and telephone number
of the persons representing the transferor and recipient; whether the slot
is to be used for an arrival or departure; the date the slot was acquired by
the transferor; the section of this subpart under which the slot was
allocated to the transferor; whether the slot has been used by the
transferor for international or essential air service operations; and
whether the slot will be used by the recipient for international or
essential air service operations. After withdrawal priorities have been
established under Sec. 93.223 of this part, the requests must include the
slot designations of the transferred slots as described in Sec. 93.223(b)(5).
(2) The slot transferred must come from the transferor's then-current FAA-
approved base.
(3) Written evidence of each transferor's consent to the transfer must be
provided to the FAA.
(4) The recipient of a transferred slot may not use the slot until written
confirmation has been received from the FAA.
(5)(i) Until a slot obtained by a new entrant or limited incumbent carrier
in a lottery held under Sec. 93.225 after June 1, 1991, has been used by the
carrier that obtained it for a continuous 24-month period after the lottery
in accordance with Sec. 93.227(a), that slot may be transferred only by trade
for one or more slots at the same airport or to other new entrant or limited
incumbent carriers under Sec. 93.221(a)(5)(iii). This transfer restriction
shall apply to the same extent to any slot or slots acquired by trading the
slot obtained in a lottery. To remove the transfer restriction, documentation
of 24 months' continuous use must be submitted to the FAA Office of the Chief
Counsel.
(ii) Failure to use a slot acquired by trading a slot obtained in a lottery
for a continuous 24-month period after the lottery, shall void all trades
involving the lottery slot, which shall be returned to the FAA. All use of
the lottery slot shall be counted toward fulfilling the minimum use
requirements under Sec. 93.227(a) applicable to the slot or slots for which
the lottery slot was traded, including subsequent trades.
(iii) Slots obtained by new entrant or limited incumbent carriers in a
lottery may be sold, leased, or otherwise transferred to another entrant or
limited incumbent carrier after a minimum of 60 days of use by the obtaining
carrier. The transfer restrictions of Sec. 93.221(a)(5)(i) shall continue to
apply to the slot until documentation of 24 months' continuous use has been
submitted and the transfer restriction removed.
(6) The Office of the Secretary of Transportation must determine that the
transfer will not be injurious to the essential air service program.
(b) A record of each slot transfer shall be kept on file by the office
specified in paragraph (a)(1) of this section and will be made available to
the public upon request.
(c) Any person may buy or sell slots and any air carrier or commuter may
use them. Notwithstanding Sec. 93.123, air carrier slots may be used with
aircraft of the kind described in Sec. 93.123 (c)(1) or (c)(2) but commuter
slots may only be used with aircraft of the kind described in Sec.
93.0123(c)(2).
(d) Air carriers and commuter operators considered to be a single operator
under the provisions of Sec. 93.213(c) of this Subpart but operating under
separate names shall report transfers of slots between them.
(e) Notwithstanding Sec. 93.123(c)(2) of this part, a commuter slot at
O'Hare International Airport may be used with an aircraft described in Sec.
93.123(c)(1) of this part on the following conditions:
(1) Air carrier aircraft that may be operated under this paragraph are
limited to aircraft:
(i) Having an actual seating configuration of 110 or fewer passengers; and
(ii) Having a maximum certificated takeoff weight of less than 126,000
pounds.
(2) No more than 50 percent of the total number of commuter slots held by a
slot holder at O'Hare International Airport may be used with aircraft
described in paragraph (e)(1) of this section.
(3) An air carrier or commuter operator planning to operate an aircraft
described in paragraph (e)(1) of this section in a commuter slot shall notify
ATC at least 75 days in advance of the planned start date of such operation.
The notice shall include the slot number, proposed time of operation,
aircraft type, aircraft series, actual aircraft seating configuration, and
planned start date. ATC will approve or disapprove the proposed operation no
later than 45 days prior to the planned start date. If an operator does not
initiate operation of a commuter slot under this section within 30 days of
the planned start date first submitted to the FAA, the ATC approval for that
operation will expire. That operator may file a new or revised notice for the
same half-hour slot time.
(4) An operation may not be conducted under paragraph (e)(1) of this
section unless a gate is available for that operation without planned waiting
time.
(5) For the purposes of this paragraph (e), notice to ATC shall be
submitted in writing to: Director, Air Traffic System Management, ATM-1,
Federal Aviation Administration, 800 Independence Avenue SW., Washington, DC
20591.
[Doc. No. 24105, Amdt. 93-49, 50 FR 52195, Dec. 20, 1985, as amended by Amdt.
93-52, 51 FR 21717, June 13, 1986; Amdt. 93-58, 54 FR 39293, Sept. 25, 1989;
Doc. No. 26339, Amdt. 93-62, 56 FR 41208, Aug. 19, 1991; Amdt. 93-65, 57 FR
37314, Aug. 18, 1992; Amdt. 93-68, 58 FR 39616, July 23, 1993]
SUMMARY: This action amends the regulations pertaining to the definition and
allocation of commuter operator slots (i.e., allocated instrument flight
rules takeoff and landing reservations) at O'Hare International Airport
(O'Hare). It permits an air carrier to use larger aircraft in up to 50
percent of its commuter slot holdings at O'Hare, expands the category of
aircraft that may be used in those slots, removes the restriction on the
maximum number of larger aircraft operations in commuter slots per half hour
or consecutive half hour periods, and makes permanent the use of the larger
aircraft in commuter slots at O'Hare by eliminating the provision that limits
the use of larger aircraft to a temporary 2-year trial period. This rule does
not increase the number of operations at O'Hare nor direct the enhancement or
reduction of air transport services to smaller communities.
(a) Slots do not represent a property right but represent an operating
privilege subject to absolute FAA control. Slots may be withdrawn at any time
to fulfill the Department's operational needs, such as providing slots for
international or essential air service operations or eliminating slots.
Before withdrawing any slots under this section to provide them for
international operations, essential air services or other operational needs,
those slots returned under Sec. 93.224 of this part and those recalled by the
agency under Sec. 93.227 will be allocated.
(b) Separate slot pools shall be established for air carriers and commuter
operators at each airport. The FAA shall assign, by random lottery,
withdrawal priority numbers for the recall priority of slots at each airport.
Each additional permanent slot, if any, will be assigned the next higher
number for air carrier or commuter slots, as appropriate, at each airport.
Each slot shall be assigned a designation consisting of the applicable
withdrawal priority number; the airport code; a code indicating whether the
slot is an air carrier or commuter operator slot; and the time period of the
slot. The designation shall also indicate, as appropriate, if the slot is
daily or for certain days of the week only; is limited to arrivals or
departures; is allocated for international operations or for EAS purposes;
and, at Kennedy International Airport, is a summer or winter slot.
(c) Whenever slots must be withdrawn, they will be withdrawn in accordance
with the priority list established under paragraph (b) of this section,
except:
(1) Slots obtained in a lottery held pursuant to Sec. 93.225 of this part
shall be subject to withdrawal pursuant to paragraph (i) of that section, and
(2) Slots necessary for international and essential air service operations
shall be exempt from withdrawal for use for other international or essential
air service operations.
(3) Except as provided in Sec. 93.227(a), the FAA shall not withdraw slots
held at an airport by an air carrier or commuter operator holding and
operating 12 or fewer slots at that airport (excluding slots used for
operations described in Sec. 93.212(a)(1)), if withdrawal would reduce the
number of slots held below the number of slots operated.
(d) The following withdrawal priority rule shall be used to permit
application of the one-for-one trade provisions for international and
essential air service slots and the slot withdrawal provisions where the
slots are needed for other than international or essential air service
operations. If an operator has more than one slot in a specific time period
in which it also has a slot being used for international or essential air
service operations, the international and essential air service slots will be
considered to be those with the lowest withdrawal priority.
(e) The operator(s) using each slot to be withdrawn shall be notified by
the FAA of the withdrawal and shall cease operations using that slot on the
date indicated in the notice. Generally, the FAA will provide at least 30
days after notification for the operator to cease operations unless
exigencies require a shorter time period.
(f) For 24 months following a lottery held after June 1, 1991, a slot
acquired in that lottery shall be withdrawn by the FAA upon the sale, merger,
or acquisition of more than 50 percent ownership or control of the carrier
using that slot or one acquired by trade of that slot, if the resulting total
of slots held or operated at the airport by the surviving entity would exceed
12 slots.
[Doc. No. 24105, Amdt. 93-49, 50 FR 52195, Dec. 20, 1985, as amended by Amdt.
93-52, 51 FR 21718, June 13, 1986; Amdt. 93-57, 54 FR 34906, Aug. 22, 1989;
Amdt. 93-65, 57 FR 37314, Aug. 18, 1992]
SUMMARY: This action amends the Federal Aviation Regulations governing the
allocation and transfer of air carrier and commuter operator slots (i.e.,
instrument flight rules (IFR) takeoff and landing reservations) at Kennedy
International Airport, LaGuardia Airport, O'Hare International Airport, and
Washington National Airport. This amendment adds a definition of "limited
incumbent carrier" to refer to air carriers and commuter operators holding
fewer than 12 slots at a high density airport; provides for allocation of
slots by lottery to certain new entrant and limited incumbent carriers;
restricts the transfer of newly acquired lottery slots and provides for the
recall of those slots upon the sale or merger of the limited incumbent slot
holder; amends the minimum slot use requirements; amends the slot use
reporting requirements; and removes an obsolete penalty provision. This
amendment is designed to promote the availability of slots to new entrant and
limited incumbent carriers at the high density airports, and thereby enhance
competition.
(a) Whenever a slot is required to be returned under this subpart, the
holder must notify the office specified in Sec. 93.221(a)(1) in writing of
the date after which the slot will not be used.
(b) Slots may be voluntarily returned for use by other operators by
notifying the office specified in Sec. 93.221(a)(1) in writing.
Sec. 93.225 Lottery of available slots.
(a) Whenever the FAA determines that sufficient slots have become available
for distribution for purposes other than international or essential air
service operations, but generally not more than twice a year, they shall be
allocated in accordance with the provisions of this section.
(b) A random lottery shall be held to determine the order of slot
selection.
(c) Slot allocation lotteries shall be held on an airport-by-airport basis
with separate lotteries for air carrier and commuter operator slots. The
slots to be allocated in each lottery will be each unallocated slot not
necessary for international or Essential Air Service Program operations,
including any slot created by an increase in the operating limits set forth
in Sec. 93.123(a).
(d) The FAA shall publish a notice in the Federal Register announcing any
lottery dates. The notice may include special procedures to be in effect for
the lotteries.
(e) Participation in a lottery is open to each U.S. air carrier or commuter
operator operating at the airport and providing scheduled passenger service
at the airport. Any U.S. carrier that is not operating scheduled service at
the airport and has not failed to operate slots obtained in the previous
lottery, or slots traded for those obtained by lottery, but wishes to
initiate scheduled passenger service at the airport, shall be included in the
lottery if that operator notifies, in writing, the Slot Administration
Office, AGC-230, Office of the Chief Counsel, Federal Aviation
Administration, 800 Independence Avenue SW., Washington, DC 20591. The
notification must be received 15 days prior to the lottery date and state
whether there is any common ownership or control of, by, or with any other
air carrier or commuter operator as defined in Sec. 93.213(c). New entrant
and limited incumbent carriers will be permitted to complete their selections
before participation by other incumbent carriers is initiated.
(f) At the lottery, each operator must make its selection within 5 minutes
after being called or it shall lose its turn. If capacity still remains after
each operator has had an opportunity to select slots, the allocation sequence
will be repeated in the same order. An operator may select any two slots
available at the airport during each sequence, except that new entrant
carriers may select four slots, if available, in the first sequence.
(g) To select slots during a slot lottery session, a carrier must have
appropriate economic authority for scheduled passenger service under Title IV
of the Federal Aviation Act of 1958, as amended (49 U.S.C. App. 1371 et
seq.), and must hold FAA operating authority under part 121 or part 135 of
this chapter as appropriate for the slots the operator seeks to select.
(h) During the first selection sequence, 25 percent of the slots available
but no less than two slots shall be reserved for selection by new entrant
carriers. If new entrant carriers do not select all of the slots set aside
for new entrant carriers, limited incumbent carriers may select the remaining
slots. If every participating new entrant carrier and limited incumbent
carrier has ceased selection of available slots or has obtained 12 slots at
that airport, other incumbent carriers may participate in selecting the
remaining slots; however, slots selected by non-limited incumbent carriers
will be allocated only until the date of the next lottery.
(i) Slots obtained under this section shall retain their withdrawal
priority as established under Sec. 93.223. If the slot is newly created, a
withdrawal priority shall be assigned. That priority number shall be higher
than any other slot assigned a withdrawal number previously.
SUMMARY: This action amends the Federal Aviation Regulations governing the
allocation and transfer of air carrier and commuter operator slots (i.e.,
instrument flight rules (IFR) takeoff and landing reservations) at Kennedy
International Airport, LaGuardia Airport, O'Hare International Airport, and
Washington National Airport. This amendment adds a definition of "limited
incumbent carrier" to refer to air carriers and commuter operators holding
fewer than 12 slots at a high density airport; provides for allocation of
slots by lottery to certain new entrant and limited incumbent carriers;
restricts the transfer of newly acquired lottery slots and provides for the
recall of those slots upon the sale or merger of the limited incumbent slot
holder; amends the minimum slot use requirements; amends the slot use
reporting requirements; and removes an obsolete penalty provision. This
amendment is designed to promote the availability of slots to new entrant and
limited incumbent carriers at the high density airports, and thereby enhance
competition.
Sec. 93.226 Allocation of slots in low-demand periods.
(a) If there are available slots in the following time periods and there
are no pending requests for international or EAS operations at these times,
FAA will allocate slots upon request on a first-come, first-served basis, as
set forth in this section:
(1) Any period for which a slot is available less than 5 days per week.
(2) Any time period for which a slot is available for less than a full
season.
(3) For LaGuardia and Washington National Airports:
(i) 6:00 a.m.-6:59 a.m.
(ii) 10:00 p.m.-midnight.
(b) Slots will be allocated only to operators with the economic and
operating authority and aircraft required to use the slots.
(c) Requests for allocations under this section shall be submitted in
writing to the address listed in Sec. 93.221(a)(1) and shall identify the
request as made under this section.
(d) The FAA may deny requests made under this section after a determination
that all remaining slots in a particular category should be distributed by
lottery.
(e) Slots may be allocated on a seasonal or temporary basis under this
provision.
(a) Except as provided in paragraphs (b), (c), (d), (g), and (l) of this
section, any slot not utilized 80 percent of the time over a 2-month period
shall be recalled by the FAA.
(b) Paragraph (a) of this section does not apply to slots obtained under
Sec. 93.225 of this part during:
(i) The first 90 days after they are allocated to a new entrant carrier; or
(ii) The first 60 days after they are allocated to a limited incumbent or
other incumbent carrier.
(c) Paragraph (a) of this section does not apply to slots of an operator
forced by a strike to cease operations using those slots.
(d) In the case of a carrier that files for protection under the Federal
bankruptcy laws and has not received a Notice of Withdrawal from the FAA for
the subject slot or slots, paragraph (a) of this section does not apply:
(1) During a period after the initial petition in bankruptcy, to any slot
held or operated by that carrier, for:
(i) 60 days after the carrier files the initial petition in bankruptcy; and
(ii) 30 days after the carrier, in anticipation of transferring slots,
submits information to a Federal government agency in connection with a
statutory antitrust, economic impact, or similar review of the transfer,
provided that the information is submitted more than 30 days after filing the
initial petition in bankruptcy, and provided further that any slot to be
transferred has not become subject to withdrawal under any other provision of
this Sec. 93.227; and
(2) During a period after a carrier ceases operations at an airport, to any
slot held or operated by that carrier at that airport, for:
(i) 30 days after the carrier ceases operations at that airport, provided
that the slot has not become subject to withdrawal under any other provision
of this Sec. 93.227; and
(ii) 30 days after the parties to a proposed transfer of any such slot
comply with requests for additional information by a Federal government
agency in connection with an antitrust, economic impact, or similar
investigation of the transfer, provided that--
(A) The original notice of the transfer is filed with the Federal agency
within 30 days after the carrier ceases operation at the airport;
(B) The request for additional information is made within 10 days of the
filing of the notice by the carrier;
(C) The carrier submits the additional information to the Federal agency
within 15 days of the request by such agency; and
(D) Any slot to be transferred has not become subject to withdrawal under
any other provision of this Sec. 93.227.
(e) Persons having slots withdrawn pursuant to paragraph (a) of this
section must cease all use of those slots upon receipt of notice from the
FAA.
(f) Persons holding slots but not using them pursuant to the provisions of
paragraphs (b), (c) and (d) may lease those slots for use by others. A slot
obtained in a lottery may not be leased after the expiration of the
applicable time period specified in paragraph (b) of this section unless it
has been operated for a 2-month period at least 65 percent of the time by the
operator which obtained it in the lottery.
(g) This section does not apply to slots used for the operations described
in Sec. 93.217(a)(1) except that a U.S. air carrier or commuter operator
required to file a report under paragraph (i) of this section shall include
all slots operated at the airport, including slots described in Sec.
93.217(a)(1).
(h) Within 30 days after an operator files for protection under the Federal
bankruptcy laws, the FAA shall recall any slots of that operator, if--(1) the
slots were formerly used for essential air service and (2) the Office of the
Secretary of Transportation determines those slots are required to provide
substitute essential air service to or from the same points.
(i) Every air carrier and commuter operator or other person holding a slot
at a high density airport shall, within 14 days after the last day of the 2-
month period beginning January 1, 1986, and every 2 months thereafter,
forward, in writing, to the address identified in Sec. 93.221(a)(1), a list
of all slots held by the air carrier, commuter operator or other person along
with a listing of which air carrier or commuter operator actually operated
the slot for each day of the 2-month period. The report shall identify the
flight number for which the slot was used and the equipment used, and shall
identify the flight as an arrival or departure. The report shall identify any
common ownership or control of, by, or with any other carrier as defined in
Sec. 93.213(c) of this Subpart. The report shall be signed by a senior
official of the air carrier or commuter operator. If the slot is held by an
"other person," the report must be signed by an official representative.
(j) The Chief Counsel of the FAA may waive the requirements of paragraph
(a) of this section in the event of a highly unusual and unpredictable
condition which is beyond the control of the slot-holder and which exists for
a period of 9 or more days. Examples of conditions which could justify waiver
under this paragraph are weather conditions which result in the restricted
operation of an airport for an extended period of time or the grounding of an
aircraft type.
(k) The Chief Counsel of the FAA may, upon request, grant a waiver from the
requirements of paragraph (a) of this section for a slot used for the
domestic segment of an intercontinental all-cargo flight. To qualify for a
waiver, a carrier must operate the slot a substantial percentage of the time
and must return the slot to the FAA in advance for the time periods it will
not be used.
(l) The FAA will treat as used any slot held by a carrier at a High Density
Traffic Airport on Thanksgiving Day, the Friday following Thanksgiving Day,
and the period from December 24 through the first Saturday in January.
[Doc. No. 24105, Amdt. 93-49, 50 FR 52195, Dec. 20, 1985, as amended by Amdt.
93-52, 51 FR 21718, June 13, 1986; Amdt. 93-65, 57 FR 37315, Aug. 18, 1992;
Amdt. 93-71, 59 FR 58771, Nov. 15, 1994]
SUMMARY: This action amends the Federal Aviation Regulations pertaining to
the slot use and loss provisions for air carrier and commuter operator slots
(i.e., instrument flight rules (IFR) takeoff and landing reservations) at
John F. Kennedy International Airport (JFK), LaGuardia Airport, O'Hare
International Airport (O'Hare), and Washington National Airport. This action
codifies the agency's historical practice of treating as used any slot held
but not actually operated on Thanksgiving Day, the Friday following
Thanksgiving Day, and the period from December 24 through the first Saturday
in January. The amendment will permit carriers and commuters to choose which
flights to operate at any of the High Density Rule airports during certain
days of the winter holiday season without jeopardizing the status of the
slots under the "use or lose" requirement.
SUMMARY: This action amends the Federal Aviation Regulations governing the
allocation and transfer of air carrier and commuter operator slots (i.e.,
instrument flight rules (IFR) takeoff and landing reservations) at Kennedy
International Airport, LaGuardia Airport, O'Hare International Airport, and
Washington National Airport. This amendment adds a definition of "limited
incumbent carrier" to refer to air carriers and commuter operators holding
fewer than 12 slots at a high density airport; provides for allocation of
slots by lottery to certain new entrant and limited incumbent carriers;
restricts the transfer of newly acquired lottery slots and provides for the
recall of those slots upon the sale or merger of the limited incumbent slot
holder; amends the minimum slot use requirements; amends the slot use
reporting requirements; and removes an obsolete penalty provision. This
amendment is designed to promote the availability of slots to new entrant and
limited incumbent carriers at the high density airports, and thereby enhance
competition.
This subpart prescribes rules applicable to the operation of aircraft to or
from Washington National Airport.
Sec. 93.253 Nonstop operations.
No person may operate an aircraft nonstop in air transportation between
Washington National Airport and another airport that is more than 1,250 miles
away from Washington National Airport.
Appendix A
I. Anchorage Airport Traffic Area; Traffic Patterns
[ ...Illustration appears here... ]
[Doc. No. 1580, Amdt. 1-1, 28 FR 6717, June 29, 1963, as amended by Amdt. 93-
29, 39 FR 32552, Sept. 9, 1974]
Appendix B to Part 93--[Removed. Amdt. 93-68, 58 FR 39616, July 23, 1993]
SUMMARY: This action amends the regulations pertaining to the definition and
allocation of commuter operator slots (i.e., allocated instrument flight
rules takeoff and landing reservations) at O'Hare International Airport
(O'Hare). It permits an air carrier to use larger aircraft in up to 50
percent of its commuter slot holdings at O'Hare, expands the category of
aircraft that may be used in those slots, removes the restriction on the
maximum number of larger aircraft operations in commuter slots per half hour
or consecutive half hour periods, and makes permanent the use of the larger
aircraft in commuter slots at O'Hare by eliminating the provision that limits
the use of larger aircraft to a temporary 2-year trial period. This rule does
not increase the number of operations at O'Hare nor direct the enhancement or
reduction of air transport services to smaller communities.
