[Federal Register Volume 67, Number 13 (Friday, January 18, 2002)]
[Rules and Regulations]
[Pages 2774-2783]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-1441]



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Part IV





Department of Transportation





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Federal Aviation Administration



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14 CFR Part 91



Airspace and Flight Operations Requirements for the 2002 Winter Olympic 
Games, Salt Lake City, UT; Final Rule

  Federal Register / Vol. 67, No. 13 / Friday, January 18, 2002 / Rules 
and Regulations  

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 91

[Docket No. FAA-2002-11332; SFAR No. 95]
RIN No. 2120-AH61


Airspace and Flight Operations Requirements for the 2002 Winter 
Olympic Games, Salt Lake City, UT

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This Special Federal Aviation Regulation (SFAR), applicable 
February 8, 2002, through February 24, 2002, establishes restrictions 
for aircraft operations in the vicinity of the 2002 Winter Olympic 
Games to be held in Salt Lake City, UT. Additionally, this action 
notifies the public as to the establishment of temporary flight 
restrictions in areas overlying the various competition venues and the 
Olympic Village for the XIX Olympic Winter Games. This action also 
establishes a security process for certain flight arrivals and 
departures at specified airports in the vicinity of the Olympic Games. 
The FAA and the United States Secret Service (Secret Service) believe 
this action is necessary for the security of participating athletes, 
dignitaries, and others attending the Winter Games, and the people of 
Utah, and for the safe operation and management of aircraft operating 
to, within, and from these areas.

DATES: Effective January 15, 2002. The Olympic Village temporary flight 
restriction (TFR) area is implemented January 25, 2002, 0000 hours 
mountain standard time (MST), through February 25, 2002, 2359 hours 
MST. The Olympic venue TFR's are implemented February 6, 2002, 0000 
hours MST through February 24, 2002, 2359 hours MST. The Olympic Ring 
Airspace, the slot reservation program and the security inspection 
process are implemented February 8, 2002, 0000 hours MST through 
February 24, 2002, 2359 hours MST.

FOR FURTHER INFORMATION CONTACT: Cliff Armstrong, Special Operations 
Division, ATP-200, Federal Aviation Administration, 800 Independence 
Avenue, SW, Washington, DC 20591; telephone (202) 267-9155.

SUPPLEMENTARY INFORMATION:

Availability of This Action

    You can get an electronic copy using the Internet by taking the 
following steps:
    (1) Go to search function of the Department of Transportation's 
electronic Docket Management System (DMS) Web page (http://dms.dot.gov/search).
    (2) On the search page, type in the last four digits of the Docket 
number shown at the beginning of this notice. Click on ``search.''
    (3) On the next page, which contains the Docket summary information 
for the Docket you selected, click on the final rule.
    You can also get an electronic copy using the Internet through 
FAA's web page at http://www.faa.gov/avr/armhome.htm or the Federal 
Register's web page at http://www.access.gpo.gov/su__docs/aces/
aces140html.
    You can also get a copy by submitting a request to the Federal 
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence 
Avenue, SW, Washington, DC 20591, or by calling (202) 267-9680. Make 
sure to identify the amendment number or docket number of this final 
rule.

Small Entity Inquiries

    The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 
1996 requires the FAA to comply with small entity requests for 
information advice about compliance with statutes and regulations 
within the FAA's jurisdiction. Therefore, any small entity that has a 
question regarding this document may contact its local FAA official. 
Internet users can find additional information on SBREFA on the FAA's 
web page at http://www.faa.gov/avr/arm/sbrefa.htm and send electronic 
inquiries to the following Internet address: [email protected].

Background

    The 2002 Winter Olympic Games will be held February 8 through 
February 24, 2002, primarily in the Salt Lake City, Utah, area. This is 
an important international sporting event. In terms of air traffic 
demand, the pre-game, the game, and the post-game activities from 
January 25 through February 25, 2002, are expected to generate 
substantial increases in aircraft operations in Salt Lake City and the 
surrounding areas. The Secret Service has been charged with the 
responsibility of developing a security plan for the Olympics, and the 
United States Customs Service (Customs Service) has been granted the 
authority for providing the security force. Additionally, the FAA is 
responsible for implementing the security plan as it pertains to 
aviation security.
    Prior to September 11, 2001, the FAA, in conjunction with the 
Secret Service and the Customs Service, determined that it would be 
necessary to establish TFR's over each Olympic venue and over the 
Olympic village. These TFR's were to be implemented by a notice to 
airmen (NOTAM), pursuant to the FAA's regulations in Title 14 Code of 
Federal Regulations (14 CFR) section 91.145, TFR in the Vicinity Of 
Aerial Demonstrations Or Major Sporting Events, and section 99.7, 
Special Security Instructions. In addition, the FAA is establishing a 
reservation system to manage Instrument Flight Rules (IFR) operations 
into and out of key airports in the Salt Lake City area.
    The terrorist attacks of September 11, 2001, and the nation's 
continuing high alert status have led the Secret Service, and the 
Customs Service, to reevaluate the security issues associated with 
staging a large international event such as the Winter Olympic Games. 
Additionally, the mountainous terrain within and around Salt Lake City 
provides unique security concerns that, in this new environment, 
necessitate stricter security measures to protect participating 
athletes, dignitaries, and others attending the Winter Games, and the 
people of Utah. These additional security measures are part of a 
broader security package that encompasses all transportation modes.
    Given the short time frame between the events of September 11, 
2001, and the 2002 Winter Olympic Games, the FAA is adopting this SFAR 
as a final rule, pursuant to its authority under 49 U.S.C. 40103 and 
44701(a)(5) and section 553 of the Administrative Procedures Act. 
Section 40103 provides that the Administrator shall develop ``plans and 
policy for the use of navigable airspace and assign by regulation or 
order the use of the airspace necessary to ensure the safety of 
aircraft'' (See 49 U.S.C. 40103(b)(1)). In addition, the FAA shall 
``establish security provisions that will encourage and allow the 
maximum use of the navigable airspace by civil aviation aircraft 
consistent with national security, [and] the Administrator, in 
consultation with the Secretary of Defense shall * * * (B) by 
regulation or order, restrict or prohibit flight of civil aircraft that 
the Administrator cannot identify, locate and control with available 
facilities in those areas.'' See 49 U.S.C. 40103(b)(3)(B). See also, 49 
U.S.C. 44701(a)(5).
    The Administrative Procedures Act permits an agency to forego 
notice and comment rulemaking when ``the agency for good cause finds * 
* * that notice and public procedures thereon are impracticable, 
unnecessary, or contrary to the public interest.'' See 5 U.S.C.

[[Page 2775]]

553(b)(B). The FAA finds that notice and comment is impracticable and 
unnecessary because this SFAR is a temporary action, imposed for a very 
short time-frame, that is necessary to provide for the security of the 
Winter Olympic Games, the participating athletes, dignitaries, others 
attending the Winter Games, and the people of Utah. Additionally, the 
FAA finds that it is contrary to the public interest to follow notice 
and comment procedures and thereby delay this final rule because the 
affected parties need time to obtain approval from the Utah Olympic 
Public Safety Command (UOPSC) if they plan on operating within the 
Olympic ring airspace; and to take actions to otherwise mitigate the 
impact of this final rule.

Airspace Restrictions

    The Secret Service has recommended, a four-pronged plan for 
securing the airspace around the Salt Lake Area that includes the 
following--(1) A 45 nautical mile (NM) restricted area around Salt Lake 
City Airport (Olympic ring airspace); (2) nine TFR's established over 
the Olympic venues (including the Olympic Village); (3) a slot 
reservation program for certain airports located just outside of the 
Olympic ring airspace; and (4) a security inspection for flights 
operating under section 4(a)(x) of this SFAR.
    In support of this security plan, the FAA is establishing the 
Olympic ring airspace which consists of a 45 NM circle centered on 
Runway 17 Localizer/DME (I-BNT) at Salt Lake City International Airport 
with a vertical limit extending from the surface up to, but not 
including 18,000 feet Mean Sea Level (MSL). Operating restrictions 
within the 45 NM radius Olympic ring airspace are effective for the 
period from February 8, 2002 through February 24, 2002, 24 hours a day. 
The Olympic ring airspace includes all Olympic venues, the major 
population center in Utah, and key transportation infrastructure modes. 
The establishment of this Olympic ring airspace will restrict aircraft 
operations, including, but not limited to, ultralight vehicles 
regulated under 14 CFR part 103. Air Traffic Control (ATC) will retain 
the ability to manage aircraft through the Olympic ring airspace in 
accordance with normal traffic flows. No crewmember (including flight 
attendants) can enter the Olympic ring airspace without having a 
background check completed by UOPSC. Carriers who have security 
programs that comply with section 108.101(a) are recognized by UOPSC. 
For any questions on your accreditation status, please call UOPSC.
    Only certain airports within the Olympic ring airspace may be used 
by people operating aircraft during the effective time period of this 
SFAR. These airports are listed in section 3(g) of this SFAR. All other 
airports within the Olympic ring airspace cannot be used by people 
operating aircraft, except that the military and other security 
personnel may use other airports (e.g., military airports) if 
authorized by Aviation Security Operations Command (ASOC) under section 
4 (a)(vii). See also section 3 (h). Additionally, only those flights 
specifically authorized in Section 4 of this SFAR are permitted to 
operate in the Olympic ring airspace in accordance with the conditions 
of this SFAR. On February 8, 2002, 1800 hours MST to 2200 hours MST, 
and February 24, 2002, 1800 hours MST to 2200 hours MST, the Olympic 
ring airspace will be closed to all air traffic except aeromedical 
aircraft, military aircraft, aircraft operating in support of national 
or event security and public safety, and aircraft instructed by ATC to 
enter the airspace due to weather, traffic or special ATC routing.
    Within the Olympic ring airspace, the FAA is establishing 
additional flight restrictions over the Olympic village TFR and venue 
TFR areas. The establishment of TFR areas over the Olympic Village and 
the competition venues creates no-fly zones for all aircraft, except:
    (1) Aeromedical aircraft;
    (2) Military aircraft;
    (3) Operations in support of national or event security and public 
safety that are authorized by UOPSC; or
    (4) Aircraft that are under ATC control.
    Operating restrictions within the airspace overlying the Olympic 
Village are effective for the period from January 25, 2002, through 
February 25, 2002, 24 hours a day. Operating restrictions within the 
airspace overlying the competition venues are effective for the period 
from February 6, 2002 through February 24, 2002, 24 hours a day. The 
restrictions become effective before and after the Olympic events to 
accommodate the observation and securing of the airspace. The TFR areas 
are effective from the surface up to but not including 18,000 feet MSL. 
The TFR area sites are as follows--

(1) Olympic Village--Salt Lake City, UT;
(2) The E Center--West Valley City, UT;
(3) Utah Olympic Oval--Kearns, UT;
(4) The Peaks Ice Arena--Provo, UT;
(5) The Ice Sheet at Ogden--Ogden, UT;
(6) Snowbasin Ski Area--Huntsville, UT;
(7) Utah Olympic Park--Park City, UT;
(8) Park City and Deer Valley Mountain Resorts--Park City, UT; and
(9) Soldier Hollow--Heber City, UT.

    The TFR areas are circular areas of 2 to 3 NM in radius from the 
surface up to, but not including, 18,000 feet MSL. Aircraft and 
ultralight vehicles regulated under 14 CFR part 103 are prohibited from 
operating within the Olympic ring airspace during the effective dates 
and times unless authorized by the designated using agency or ATC. The 
locations, dimensions, and effective times of the TFR areas are 
published for use by all pilots on air navigation charts and in the 
Federal Register, and specific details will be disseminated by NOTAM. 
These publications are available from the Flight Service Station and on 
the FAA website, www.faa.gov/ntap. Requests for access to the airspace 
areas can be obtained by contacting the using agency. Olympic venues 
that fall within Class B surface areas, specifically, the Olympic 
Village in Salt Lake City, the E Center in West Valley City and the 
Olympic Oval in Kearns, are charted along with those outside of Class B 
airspace.

Slot Reservation Program

    The FAA is aware that some operators may choose to conduct 
operations from airports outside the Olympic ring airspace. There are 
four airports located near the Olympic ring airspace that the FAA 
believes are likely to receive an increased amount of traffic due to 
the Olympics. These four airports are Wendover, Logan, and Brigham 
City, UT, and Evanston, WY. In order to manage aircraft operations at 
those airports the FAA is establishing a slot reservation program for 
these four airports. Thus, beginning on February 8, 2002, 0000 hours, 
through February 25, 2002, 2359 hours, all aircraft arriving or 
departing at these four airports must have a slot reservation prior to 
arrival or departure. Slot reservations may be obtained up to 72 hours 
in advance starting February 5, 2002, by calling 1-800-875-9755, 24 
hours a day, or by accessing the website www.fly.faa.gov. Flights 
arriving or departing these airports may not enter the Olympic ring 
airspace unless specifically authorized in section 4 (a)(i) through 
(ix) of this SFAR.

Security Inspection

    To ensure the safety of the Winter Olympic Games, the participating 
athletes, dignitaries, others attending the Winter Games, and the 
people of Utah, all flights entering the Olympic ring airspace under 
section 4(a)(x) of this SFAR (including charter operations, corporate 
operations and general

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aviation) must be inspected at a Gateway airport and approved by the 
Salt Lake City (SLC) Olympic Security Team Inspectors prior to 
operating within the Olympic ring airspace. Gateway airports are those 
airports outside of the Olympic ring airspace that have SLC Olympic 
Security Team Inspectors present to inspect and approve an aircraft to 
enter the Olympic ring airspace. The following are designated Gateway 
airports:

(1) City of Colorado Springs Municipal Airport, Colorado Springs, CO 
(COS);
(2) Boise Air Terminal (Gowen Field), Boise, ID (BOI);
(3) Walker Field, Grand Junction, CO (GJT); and
(4) McCarran International Airport, Las Vegas, NV (LAS).

    Flight operations conducted under section 4(a)(x) of this SFAR that 
depart from an airport within the Olympic ring airspace must be 
inspected and approved by SLC Olympic Security Team Inspectors at that 
airport prior to departure. Operators must arrange for an appointment 
with SLC Olympic Security Team Inspectors no earlier than 48 hours in 
advance prior to landing at a Gateway airport or departing from an 
airport within the Olympic ring airspace by calling 801-257-2761. 
Failure to arrange for an inspection appointment may result in long 
delays and potentially being denied entry into or out of the Olympic 
ring airspace. This security inspection process is applicable at all 
times from February 8, 2002, 0000 hours MST, to February 24, 2002, 2359 
hours MST.
    Aircraft operators covered by this SFAR will be permitted to 
conduct operations from February 8, 2002, 0000 hours MST, to February 
24, 2002, 2359 hours MST, only at the following airports within the 
Olympic ring airspace:

(1) Salt Lake City International (SLC), Salt Lake City, UT;
(2) Ogden Municipal Airport (OGD), Ogden, UT;
(3) Provo Municipal Airport (PVU), Provo, UT;
(4) Heber City Municipal-Ross McDonald Field Airport (36U), Heber City, 
UT;
(5) Salt Lake City Municipal Airport (U42), Salt Lake City, UT; and
(6) Skypark Airport (BTF), Bountiful, UT (rotorcraft operations only).

Exceptions

    This SFAR contains provisions to provide for the safety and 
security of the Winter Olympic Games, participating athletes, 
dignitaries, others attending the Winter Games, and the people of Utah, 
and for the flexible and efficient management and control of air 
traffic. Included in this SFAR are provisions that give priority to, or 
exclude from requirements of the special regulation, flight operations 
dealing with or containing essential military, medical emergency, 
rescue, law enforcement, public health and welfare, Presidential, and 
heads of state.

Obtaining U.S. Air Navigation Charts

    The following provides information on how to obtain the special air 
navigation charts for the Olympic Games, as well as other air 
navigation charts for use in the U.S. The National Aeronautical 
Charting Office (NACO) publishes and distributes aeronautical charts of 
the U.S. National airspace system (NAS). Charts are readily available 
through a network of sales agents located at or near principal civil 
airports. Due to the large variety, all NACO products may not be 
available locally; users can procure these products directly from NACO. 
Chart prices, subscription rates, and catalogs of related publications 
are available on request and are obtainable by writing to: FAA, 
National Aeronautical Charting Office, AVN-530, Distribution Division, 
Riverdale, Maryland 20737, USA, Phone 1-800-638-8972, Fax 301-436-6829, 
E-Mail [email protected].

Notice to Airmen (NOTAM) Information

    ATC and air traffic flow management systems will monitor and assess 
the air traffic demand so that restrictions are kept to an essential 
minimum. To assure maximum flexibility, the FAA will announce all 
restrictions and other actions including the lifting of any 
restrictions taken by the FAA in response to changing airspace 
conditions through NOTAMS.
    Time-critical aeronautical information that is of a temporary 
nature or is not sufficiently known in advance to permit publication on 
aeronautical charts or in other operational publications, receives 
immediate dissemination via the National NOTAM system. All domestic 
operators planning flight to the Olympics need to pay particular 
attention to NOTAM D and Flight Data Center (FDC) NOTAM information. 
NOTAM D information could affect a pilot's decision to make a flight. 
NOTAM D pertains to information on airports, runways, navigational 
aids, radar services, and other information essential to flight. An FDC 
NOTAM will contain information which is regulatory in nature, such as 
amendments to aeronautical charts and restrictions to flight. FDC NOTAM 
and NOTAM D information would also be provided to international 
operators in the form of International NOTAM's. NOTAM's are distributed 
through the National Communications Center in Kansas City, Missouri, 
USA, for transmission to all air traffic facilities having 
telecommunications access.
    Pilots and operators should consult the Flight Service Station or 
the FAA website at www.FAA.gov/ntap. For more detailed information 
concerning the NOTAM system, refer to the Aeronautical Information 
Manual, ``Preflight'' Section.
    Operators of aircraft and ultralight vehicles regulated under 14 
CFR part 103 must clearly understand that the restrictions in this SFAR 
are in addition to other laws and regulations of the U.S. The SFAR does 
not waive or supersede any U.S. law or obligation. When operating 
within the jurisdictional limits of the U.S., operators of foreign 
aircraft must conform to all applicable requirements of U.S. Federal, 
State, and local governments. In particular, aircraft operators 
planning flights into the U.S. must be aware of and conform to the 
rules and regulations of the:
    (1) U.S. Federal Aviation Administration regarding flights entering 
the United States;
    (2) U.S. Customs Service, Immigration and other authorities 
regarding customs, immigrations, health, firearms, and imports/exports;
    (3) U.S. FAA regarding flight in or into United States airspace. 
This includes compliance with Federal aviation regulations regarding 
operations within the territorial airspace of the United States through 
air defense identification zones, and compliance with general flight 
rules; and
    (4) Airport management authorities regarding use of airports and 
airport facilities.

Justification for Immediate Adoption

    Because the circumstances described herein warrant immediate 
action, the Administrator finds that notice and public comment under 5 
U.S.C. 553(b) are impracticable and contrary to the public interest. 
Further, the Administrator finds that good cause exists under 5 U.S.C. 
553(d) for making this rule effective immediately upon issuance by the 
FAA Administrator. This action is necessary to permit aircraft 
operations at the affected airports and prevent possible hazardous 
actions directed against aircraft, persons, and property within the 
United States.

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Environmental Effects

    This action establishes the Olympic ring airspace and TFR areas for 
safety and security purposes and curtails or limit certain aircraft 
operations within designated areas at defined dates and times, rather 
than require aircraft to be operated along specified routings or in 
accordance with specific procedures. Additionally, this action is 
temporary in nature and effective only for the dates and times 
necessary to provide for the safety and protection of participants and 
spectators on the ground, as well as law enforcement and security 
personnel operating in the air at Olympic game venues. ATC retains the 
ability to direct aircraft through the restricted areas in accordance 
with normal traffic flows. The FAA believes, therefore, that the 
establishment of temporary flight restriction areas has minimal impact 
on ATC routings or procedures.
    Further, this action results in a reduction in aircraft activity in 
the vicinity of the Olympic games by restricting aircraft operations. 
Therefore, there will be fewer aircraft operations in the vicinity of 
the Olympic games than would have occurred if the restricted areas were 
not in place and noise levels associated with that greater aircraft 
activity also are reduced. Additionally, aircraft avoiding the 
restricted areas will not be routed over any particular area. This 
action, therefore, does not result in any long-term action that 
routinely routes aircraft over noise-sensitive areas. For the reasons 
stated above, the FAA concludes that this rule does not significantly 
affect the quality of the human environment.

International Compatibility

    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices (SARP) to the maximum extent practicable. The FAA 
determined that there are no ICAO Standards and Recommended Practices 
that correspond to this SFAR.

Paperwork Reduction Act

    In accordance with the Paperwork Reduction Act of 1995 (Pub. L. 
104-13), the small amount of paperwork burden associated with the rule 
will be submitted to the Office of Management and Budget for review.

Regulatory Analyses

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 directs each Federal agency to 
propose or adopt a regulation only if the agency makes a reasoned 
determination that the benefits of the intended regulation justify its 
costs. Second, the Regulatory Flexibility Act of 1980 requires agencies 
to analyze the economic impact of regulatory changes on small entities. 
Third, the Trade Agreements Act (19 U.S.C. sections 2531-2533) 
prohibits agencies from setting standards that create unnecessary 
obstacles to the foreign commerce of the United States. In developing 
U.S. standards, this Trade Act requires agencies to consider 
international standards. Where appropriate, agencies are directed to 
use those international standards as the basis of U.S. standards. And 
fourth, the Unfunded Mandates Reform Act of 1995 requires agencies to 
prepare a written assessment of the costs, benefits and other effects 
of proposed or final rules. This requirement applies only to rules that 
include a Federal mandate on State, local or tribal governments or the 
private sector, likely to result in a total expenditure of $100 million 
or more in any one year (adjusted for inflation.) In conducting these 
analyses, FAA has determined this rule:
    (1) Has benefits which do justify its costs, is a ``significant 
regulatory action'' as defined in the Executive Order and is 
``significant'' as defined in DOT's Regulatory Policies and Procedures;
    (2) Will have a significant impact on a substantial number of small 
entities,
    (3) Will not constitute a barrier to international trade; and
    (4) Does not impose an unfunded mandate on State, local, or tribal 
governments, or on the private sector.

Costs and Benefits

    There are five major areas where economic impacts are likely: (1) 
Slot reservation system; (2) the establishment of the Olympic ring 
airspace; (3) temporary flight restrictions; (4) background checks; and 
(5) required use of gateway airports for some aircraft operations for 
security inspections prior to entering the Olympic ring airspace.
1. Slot Reservation System
    During the busy Olympic period, the U.S. Government must assure the 
security of the Olympic venues, the athletes, visitors and people of 
Utah, while also maintaining the safe and efficient use of airspace. To 
achieve these objectives the FAA will implement an arrival and 
departure slot reservation system to manage air traffic into and out of 
four airports serving the Olympic games that are located outside the 
Olympic ring airspace. These four airports are Wendover, Logan and 
Brigham City, Utah, and Evanston, Wyoming. The FAA has determined that 
a slot program is necessary at these airports because it anticipates a 
significant increase in air traffic at these airports due to the 
Olympics.
    The FAA anticipates that most passenger flights going into one of 
the slot airports would be operating under either 14 CFR parts 91 or 
135. Some cargo operations operating under either 14 CFR parts 121 or 
135 also may use the slot airports and then move cargo into the Salt 
Lake City area by motor vehicle. Flight operations that are not able to 
secure a slot reservation may have to fly into an airport further 
outside the Olympic ring airspace, or be postponed.
    For 14 CFR part 135 flight operations, the cost of the 
cancellations would be the value of the flights to airlines and 
passengers less aircraft operating cost to conduct the flights. Other 
flights may be diverted to other airports in the Olympic games area. 
Diversions would result in additional cost of trips to and from places 
of intended lodging and possible extra aircraft operation costs. The 
major economic impact in the case of diversion would be inconvenience 
to operators who may not be able to operate at their first choice 
airport. Because such occurrences are of a limited duration, the FAA 
believes that costs associated with any diversions from one airport to 
another in the affected area will probably be small. Current personnel 
and equipment resources will absorb the additional FAA administrative 
workload generated by this emergency final rule. The slot provision 
will not require any additional air traffic controllers nor any 
additional radar control equipment.
    The benefits of the slot reservation system will be better 
management of the air traffic into airports located just outside the 
Olympic ring airspace. The increase of air traffic due to the Olympics 
could overwhelm these smaller airports without a slot reservation 
system. Additionally, given this increase in air traffic, there is an 
increased risk of accidents due to this unprecedented congestion in the 
airspace outside the Olympic ring if greater controls are not 
implemented. Implementing a slot reservation system also may reduce the 
number of delays at these airports.
2. Establishment of Olympic Ring Airspace
    The FAA is establishing a 45 NM ring around Salt Lake City Airport 
Runway 17, with a vertical limit extending from the surface up to but 
not including 18,000 feet MSL. This airspace is known as the Olympic 
ring airspace. There are

[[Page 2778]]

a total of 10 public airports located within this ring and an unknown 
number of private airports. Aircraft operators may operate only at the 
following six airports within the Olympic ring airspace--

 Salt Lake City International (SLC) Salt Lake City, UT;
 Ogden Municipal Airport (OGD),Ogden, UT;
 Provo Municipal Airport (PVU), Provo, UT;
 Heber City Municipal-Ross McDonald Field Airport (36U), Heber 
City, UT;
 Salt Lake City Municipal Airport (U42), Salt Lake City, UT; 
and
 Skypark Airport (BTF), Bountiful, UT (rotorcraft operations 
only).

    The FAA is aware of four public use airports located in Utah at 
which aircraft will not be permitted to operate due to the imposition 
of the Olympic ring airspace. These are Eagle Mountain, Morgan County, 
Spanish Fork, and Tooele Valley. It is necessary to prohibit aircraft 
operations due to manpower issues and to maintain security over the 
airspace. In selecting the airports that will be available for aircraft 
operations the U.S. government considered many factors including 
location, IFR capability, the size of the airport, the type of aircraft 
it will accommodate, and the presence of air traffic control towers. 
Airports that are not available for aircraft operations will likely 
lose or delay operating revenue. Additionally, the restrictions may 
cause some operators to relocate aircraft to other airports where they 
can conduct operations during the February 8, 2002 through February 24, 
2002, time period. The airports at which aircraft operators will not be 
permitted to operate all lack control towers. Eagle Mountain does not 
provide fuel or any other services. Bolinder Field-Tooele Valley, 
Morgan County, and Spanish Fork-Springville airports do provide fuel 
sales, aircraft rentals, maintenance, and flight training. According to 
available information, general aviation operations account for 
virtually all activity at these airports except for Spanish Fork where 
an estimated 5 percent of the operations are conducted by air taxis. 
Between 110 and 150 aircraft are based at these airports including 
approximately 6 multi-engine airplanes, 17 gliders and 2 ultralights.
    There are a number of restrictions on the aircraft that can enter 
the Olympic ring airspace. The following flight operations will be 
prohibited within the Olympic ring airspace at all times--
    (a) Hang gliding, paragliding and parasailing;
    (b) Acrobatic flights;
    (c) Radio remote-controlled aircraft;
    (d) Gliders;
    (e) Ultralights;
    (f) Hot air balloons/airships;
    (g) Tethered balloons;
    (h) Flight training;
    (i) Parachuting;
    (j) Agriculture/crop dusting
    (k) Animal population control flights
    (l) Rockets (manned and unmanned);
    (m) Shrimp spotters;
    (n) Helicopter skiing;
    (o) Commercial cargo carriers that do not have a Domestic Security 
Integration Program (DSIP) or a program that the Administrator has 
determined is equal to or exceeds such program; and
    (p) Banner towing.
    This prohibition is only for the duration of the Olympic ring 
airspace, thus while it will impact these operations significantly, 
such impact is for a limited period of time.
    Passenger operations conducted by 14 CFR part 121 domestic or flag 
carriers, 14 CFR part 135 commuter operations or public charter 
operations as defined by 14 CFR section 108.3 are permitted to operate 
into, out of and within the Olympic ring airspace provided certain 
conditions are satisfied. 14 CFR part 121 all cargo carriers are 
permitted within the Olympic ring airspace provided certain conditions 
are satisfied. The FAA anticipates that only two conditions could 
impose additional costs on the operators--the condition that all 
crewmembers be accredited and the condition that requires all operators 
using this provision to have a security program in compliance with 14 
CFR 108.101(a). The security program condition eliminates certain 
operators who would operate a flight subject to less than the full 
security program under 14 CFR 108.101(a). The FAA recognizes that this 
may cause certain operators to be diverted to Gateway airports, thus 
accruing additional costs (flight time, inspection time, fuel). 
However, the cost of these extraordinary regulations are necessary to 
ensure that aircraft entering the Olympic ring airspace meet a certain 
level of security.
    14 CFR part 121 supplemental all cargo operations are permitted 
within the Olympic ring airspace provided, among other things, the 
carrier operates under a published schedule (or is a 14 CFR part 91 
maintenance or positioning ferry flight) and the flight is in full 
compliance with the FAA's Domestic Security Integration Program. The 
FAA is aware that these conditions will prohibit certain cargo carriers 
from entering Olympic airspace, however, the Government is concerned 
about its ability to maintain security of the airspace with cargo 
carriers who do not comply with all of the prescribed conditions. This 
action will result in certain cargo carriers flying to outlying 
airports and transferring cargo to motor vehicle to be moved into the 
Olympic area. This additional cost, however, is necessary to ensure 
that aircraft entering the Olympic ring airspace meet a certain level 
of security.
    Foreign air carriers that operate under 14 CFR part 129 or special 
authority from the Department of Transportation are permitted to enter 
the Olympic ring airspace only if the flight operation has been 
inspected at a Gateway airport in accordance with section 4(a)(x) or 
the carrier has been issued a waiver by the Administrator permitting 
the flight operation to enter the Olympic ring airspace and has 
demonstrated to the Administrator that the carrier's security program 
for that flight is similar to a security program that is in compliance 
with 14 CFR 108.101(a). The FAA believes that through the waiver, it 
can assure that foreign air carriers are not being discriminated 
against as compared to similarly situated domestic carriers.
    With the exception of law enforcement, aeromedical services, news 
media aircraft, aircraft in support of the Olympics, military aircraft, 
aircraft carrying heads of state or other dignitaries, or foreign 
aircraft which are subject to special conditions, all other aircraft 
must enter the Olympic ring airspace only after landing at a Gateway 
airport and having a security inspection completed. See section 4(a)(x) 
of the SFAR. The costs to these operators are discussed herein under 
``Gateway Inspections.''
3. Temporary Flight Restrictions
    To secure the airspace around the Olympic venues, the FAA is 
establishing nine TFR areas over the 2002 Winter Olympic village and 
Olympic venue areas. The Olympic Village TFR will be effective from 
January 25, 2002, 0000 hours, through February 25, 2002, 2400 hours. 
The competition venue TFR's will be effective from February 6, 2002, 
0000 hours, through February 24, 2002. The establishment of TFR's over 
the Olympic ring airspace will result in the restriction of aircraft 
operations from the surface up to but not including 18,000 feet MSL.
    These restrictions may require some flights to circumnavigate the 
TFR areas. The major economic impact of circumnavigation will be 
inconvenience to operators who may have wanted to operate in the area 
of the TFR's. Because such occurrences are of limited duration and the 
restricted area is limited in size,

[[Page 2779]]

the FAA believes that any circumnavigation costs will be negligible. 
Maps depicting the TFR's may be purchased from NACO and will be shipped 
via United Parcel Service, First Class Mail, or priority package. The 
costs associated with these charts are small.
    The potential benefits of the proposed TFR airspace will be 
primarily enhanced safety to the public. Enhanced safety will be 
achieved by reducing the risk of a terrorist attack from the air during 
the Olympic games.
4. Background Checks
    All crewmembers will be required under this SFAR to be 
``accredited'' prior to serving on an aircraft that enters the Olympic 
ring airspace. All crewmembers who are operating aircraft for operators 
with a security program in compliance with 14 CFR 108.101(a) should 
have a minimal accreditation burden. The crewmember accreditation 
process entails the submission of personal, company and aircraft 
information, and a criminal history review that requires the applicant 
to submit their fingerprints. The FAA estimates that it will take each 
applicant 1 hour to complete the forms, provide the required photos and 
fingerprints at a cost of $50, plus a $15 processing fee for a total of 
$65. The FAA had approximately 500 completed applications on hand as of 
the year-end and it is possible that another 500 applications will be 
submitted. Thus the total cost to the applicants is estimated to be 
approximately $65,000 ($65  x  1,000). The UOPSC will process the 
applications.
5. Gateway Airport Inspections
    Flight operations conducted under section 4(a)(x) of the SFAR must 
have a special security check at a Gateway airport prior to entering 
the Olympic ring airspace, or prior to departing from an airport within 
the Olympic ring airspace. This security check will involve a check of 
all crewmembers, passengers, baggage and aircraft.
    There are four Gateway airports:

(1) City of Coloardo Springs Municipal airport, Colorado Springs, CO 
(COS);
(2) Boise Air Terminal (Gowen Field), Boise, ID (BOI);
(3) Walker Field, Grand Junction, CO (GJT); and
(4) McCarran International Airport, Las Vegas, NV (LAS).

    A team composed of an FAA inspector, other federal and local law 
enforcement representatives, and the National Guard will conduct the 
inspections. Assuming two teams are assigned to each airport, 
approximately 40 personnel will be assigned to this task for the 17-day 
period. Assuming an eight-hour shift at an hourly rate of $25, each 
team member will cost $200 per day and the total cost will be 
approximately $136,000 ($200  x  40  x  17). These costs will be borne 
by the federal and local governments.
    Flights conducted under section 4(a)(x) are principally conducted 
by on-demand operators, corporate owners, and the general aviation 
community. These operators will incur additional costs to comply with 
this inspection requirement. The costs consist of lost time and extra 
operating costs. The inspection time will vary by size of aircraft and 
load factor; small aircraft may take less than 10 minutes while a large 
jet may take an hour. The FAA anticipates that this check will average 
\1/2\ hour per aircraft.
    Extra flying time will be required since these flights must stop at 
one of the four airports rather than flying directly to their 
destination airport. The airports where the inspections will be 
conducted are located from 215 miles to 407 miles from Salt Lake City 
with an average of 320 miles. While some flights may not incur this 
many extra miles depending on their routing, 320-miles serves as a 
benchmark. The distance of 320 miles represents about 85 minutes flight 
time for a twin engine turboprop and about 40 minutes for a business 
jet. Since the type of aircraft subject to the inspection is unknown at 
this time, an average of 60 minutes additional flying time is assumed. 
Thus the total additional time each flight will experience is estimated 
at 90 minutes.
    The value of this additional travel time to each passenger is 
estimated at $50. This is based on a economic value of passenger time 
per hour for all general aviation passengers as calculated in Table E-
1of the FAA's ``Economic Values for Evaluation of Federal Aviation 
Administration Investment and Regulatory Programs'', June 1998, 
adjusted using the GDP implicit price deflator. The following values 
are also drawn from Table E-1. The ``typical'' general aviation and on-
demand aircraft carries 3 passengers so the value of passenger time 
lost per flight is approximately $150. However, it is anticipated that 
larger aircraft will be used for these Olympic flights and are more 
likely to carry an estimated 16 passengers per flight (based on the 
number of passengers on commuter flights) thus increasing the value of 
passenger time lost per flight to approximately $800.
    The ``typical'' general aviation and on-demand aircraft incurs 
fixed and variable operating costs per hour of approximately $725 while 
the larger aircraft which may be used for these Olympic flights incur 
operating costs of approximately $910 per hour (based on commuter 
flights operating costs). Thus the extra fixed and variable costs due 
to the inspection and extra flight time are estimated to range between 
$1,090 and $1,365 per flight.
    The benefits of the Gateway Airport Inspection program will be a 
level of security equivalent to that of flights operated under 
Sec. 108.101(a) of the Federal aviation regulations. This will provide 
a higher level of security within the Olympic ring that would not be 
possible without this program. These emergency procedures are necessary 
because of the terrorist attacks of September 11, 2001.
    The FAA has determined that this rule will impose only temporary 
costs on the public. The overall magnitude of these costs while 
undetermined are limited to a 17-day period. The benefits will be 
increased aviation security resulting from a lower risk of accidents 
due to increased congestion during the 2002 Winter Olympics and 
increased security at the Olympic events due to the security 
inspections at the Gateway Airports.
    Considering the temporary nature of this rule and the inherent 
benefits to the public, the FAA finds that the benefits of the rule 
justify its costs.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) establishes ``as a 
principle of regulatory issuance that agencies shall endeavor, 
consistent with the objective of the rule and applicable statues, to 
fit regulatory and informational requirements to the scale of the 
business, organizations, and governmental jurisdictions subject to 
regulation.'' To achieve that principle, the Act requires agencies to 
solicit and consider flexible regulatory proposals and to explain the 
rationale for their actions.
    Agencies must perform a review to determine whether a proposed or 
final rule will have a significant economic impact on a substantial 
number of small entities. If the determination is that it will, the 
agency must prepare a regulatory flexibility analysis (RFA) as 
described in the Act.
    However, if an agency determines that a proposed or final rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the Act provides that the 
head of the agency may so certify and an RFA is not required. The 
certification must include

[[Page 2780]]

a statement providing the factual basis for this determination, and the 
reasoning should be clear.
    Many of the flights that will require inspections will be conducted 
by private operators and are not business flights for purposes of this 
analysis. A number of flights will be conducted as on-demand charter 
flights and the costs of the inspection time and the extra flight time 
will be costs to the business. However, it is likely that these costs 
will be borne by the chartering party and not the operator. In the 
event an on-demand operator must absorb the extra cost, the cost would 
consist of the crew accreditation fee and the extra operating cost. The 
accreditation fee will be $130 for two crewmembers and, assuming the 
use of a larger aircraft, additional operating costs of $1,365 for a 
total of approximately $1,500. If the operator flew one flight each day 
of the Olympics with a new crew each day the total cost would be 
$25,500.
    The Small Business Administration (SBA) suggests that aircraft 
operators with 1,500 or fewer employees are ``small'' entities. Thus, 
nearly all on-demand charter operators are small entities. Data for 
firms with fewer than 1,500 employees are not available but a SBA 
analysis of Bureau of Census data for non-scheduled air transportation 
firms with fewer than 500 employees indicates they have average 
revenues of $1.87 million. Thus the possible cost of this emergency 
rule would equate to as much as 1.4 percent of a small entity's annual 
revenue. Since adequate data is not immediately available to more 
clearly establish impacts, the FAA assumes that this final rule will 
have a significant economic impact on a substantial number of small 
entities.
    Accordingly, the FAA has prepared the following regulatory 
flexibility analysis although it is not required by the RFA because no 
notice of public rulemaking for this final rule will be published.

Reasons Agency Action Is Being Taken

    The Secret Service and Customs Service have determined that in 
order to protect the athletes, visitors and people of Utah during the 
Olympics additional aviation security measures are necessary.

Statement of Objectives and Legal Basis

    The Administrative Procedures Act (49 U.S.C 40103(b)(3)(B)) states 
that the FAA shall ``establish security provisions that will encourage 
and allow the maximum use of the navigable airspace by civil aviation 
aircraft consistent with national security, [and] the Administrator, in 
consultation with the Secretary of Defense shall ``* * * by regulation 
or order, restrict or prohibit flight of civil aircraft that the 
Administrator cannot identify, locate and control with aviation 
facilities in those areas''. See also 49 U.S.C.44701(a).

Description of Small Entities Affected

    The FAA concludes that virtually all of the entities affected by 
this emergency rule are small according to thresholds established by 
the SBA. The on-demand charter operators that are affected by this rule 
could incur costs of approximately $25,500.

Projected Reporting, Recordkeeping and Other Compliance Requirements

    The crewmembers of the operator most undergo a background check at 
an estimated cost of $65 per member. The usual crew complement consists 
of a pilot and a co-pilot for a cost per crew of $130. Assuming a new 
crew daily for the entire period, the cost to an operator would be 
$2,730.

Overlapping, Duplicative, or Conflicting Federal Rules

    The rule would not overlap, duplicate, or conflict with existing 
Federal rules.

Analysis of Alternatives

    This rule is an emergency security rulemaking. In order to achieve 
the level of security determined by the Secret Service and Customs 
Service it is essential that all aircraft entering the Olympic ring 
comply with these requirements. Allowing aircraft to enter the ring 
without either having a security program meeting 14 CFR 108.101 (a) or 
being inspected at a Gateway airport would compromise the overall 
security of the Olympics. These additional security measures are part 
of a broader security package that encompasses all transportation 
modes. An alternative would have been to ban all non-scheduled 
operations within the ring.

Affordability Analysis

    The FAA lacks reliable revenue and profit data for the individual 
entities affected by this rule and, therefore, is unable to explicitly 
compare the potential costs to revenues or profits. This is because 
they have no financial reporting requirements. The FAA believes that 
very few entities will incur these costs since they will generally be 
included in the charter price.

Business Closure Analysis

    The FAA estimates that no entity will cease to operate due to this 
rule which is only in effect for a 17-day period.

Disproportionality Analysis

    Almost all entities in the on-demand charter business are small. 
Accordingly, the costs imposed by this rule will be borne almost 
entirely by small businesses. Security at the Olympics is essential and 
the FAA believes that the only way to ensure security is to control all 
operations entering the ring airspace.

Key Assumption Analysis

    The FAA has made several conservative assumptions in this analysis 
which may have resulted in an overestimate of the costs of the rule. 
For example, the FAA has estimated that a new crew will be used each 
day. It is highly possible that the same crew will be used numerous 
times. The FAA has also assumed that a larger than average aircraft 
with higher operating costs will be used for these operations. It is 
possible that the average operating costs may be lower than the FAA has 
estimated and that no operator will be affected by this rule.

International Trade Impact Assessment

    The Trade Agreement Act of 1979 prohibits Federal agencies from 
engaging in any standards or related activities that create unnecessary 
obstacles to the foreign commerce of the United States. Legitimate 
domestic objectives, such as safety, are not considered unnecessary 
obstacles. The statute also requires consideration of international 
standards and where appropriate, that they be the basis for U.S. 
standards.
    In accordance with the above statute, the FAA has assessed the 
potential effect of this final rule and has determined that it will 
impose the same costs on domestic and international entities for 
comparable services and thus has a neutral trade impact.

Unfunded Mandates

    The Unfunded Mandates Reform Act of 1995 (the Act), enacted as 
Public Law 104-4 on March 22, 1995 is intended, among other things, to 
curb the practice of imposing unfunded Federal mandates on State, 
local, and tribal governments.
    Title II of the Act requires each Federal agency to prepare a 
written statement assessing the effects of any Federal mandate in a 
proposed or final agency rule that may result in a $100 million or more 
expenditure (adjusted annually for inflation) in any one year by State, 
local, and tribal governments, in the aggregate, or by the private 
sector; such a mandate is deemed to be a ``significant regulatory 
action.''
    This rule does not contain such a mandate. Therefore, the 
requirements of

[[Page 2781]]

Title II of the Unfunded Mandates Reform Act of 1995 do not apply.

Federalism Implications

    The regulation set forth herein does not have substantial direct 
effects on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, in 
accordance with Executive Order 12612, it is determined that this 
regulation does not have sufficient federalism implications to warrant 
the preparation of a Federalism Assessment.

List of Subjects in 14 CFR Part 91

    Aircraft flight, Airspace, Aviation safety, Air Traffic Control.

The Amendment

    For the reasons stated in the preamble, the Federal Aviation 
Administration amends 14 CFR chapter I as follows:

PART 91--GENERAL OPERATING AND FLIGHT RULES

    1. The authority citation for part 91 continues to read as follows:

    Authority: 49 USC 106(g), 1155, 40103, 40113, 40120, 44101, 
44111, 44701, 44709, 44711, 44712, 44715, 44716, 44717, 44722, 
46306, 46315, 46316, 46502, 46504, 46506, 46507, 47122, 47508, 
47528-47531; articles 12 and 29 of the Convention on International 
Civil Aviation 861 stat. 1180.

    2. Add Special Federal Aviation Regulation No. 95 to read as 
follows:

SFAR No. 95--Airspace and Flight Operations Requirements for the 2002 
Winter Olympic Games, Salt Lake City, Utah

    1. Applicability. This SFAR applies to all crewmembers aboard 
aircraft operating within the Olympic ring airspace, the Olympic 
village temporary flight restrictions area and the Olympic venue 
temporary flight restrictions area, and to all aircraft operating 
within this airspace.
    2. Definitions.
    (a) Olympic ring airspace--for the time period February 8, 2002, 
0000 hours MST, through February 24, 2002, 2359 hours MST, that 
airspace within a 45 NM radius of the Salt Lake City International 
Airport Runway 17 localizer/distance measuring equipment (DME), 
identifier I-BNT (latitude 40 deg.46'10.06" N/111 deg.57'43.44" W) 
with a vertical limit extending from the surface up to but not 
including 18,000 feet mean sea level (MSL).
    (b) Venue temporary flight restriction area (TFR)--that airspace 
overlying an U.S. Olympic competition venue as described in section 
4(b) of this SFAR.
    (c) Olympic Village temporary flight restriction area (TFR)--
that airspace overlying the U.S. Olympic village and athletes 
housing as described in section 4(b) of this SFAR.
    (d) Gateway Airport--an airport specified in section 5(b) of 
this SFAR that is located outside the Olympic ring airspace that 
aircraft flight operations seeking to enter the Olympic ring 
airspace pursuant to section 4 (a)(x) of this SFAR must land at 
prior to entry.
    (e) UOPSC--Utah Olympic Public Safety Command
    (f) ASOC--Aviation Security Operations Command
    (g) Administrator--includes, in addition to the Administrator of 
the FAA, the Under Secretary of Transportation for Security, acting 
under the authority of the Aviation and Transportation Security Act, 
Pub. L. 107-71. During the transition period, the Administrator and 
the Under Secretary will coordinate closely to avoid duplication of 
requirements and disruption of operations.
    3. General rules.
    (a) Each person operating an aircraft within the Olympic ring 
airspace and all aircraft operating in this airspace shall adhere to 
the terms and conditions of this SFAR, all NOTAM's issued pursuant 
to this SFAR and all other applicable FAA rules and regulations. In 
addition, each person operating a flight originating outside U.S. 
airspace that enters U.S. airspace shall adhere to all international 
NOTAM's issued pursuant to this SFAR. NOTAM's are available for 
inspection at operating FAA air traffic facilities and regional air 
traffic division offices.
    (b) As conditions warrant, the Administrator will:
    (i) Restrict, prohibit, or permit VFR and IFR operations at any 
airport, terminal, or enroute airspace area designated in this SFAR 
or in a NOTAM issued pursuant to this SFAR;
    (ii) Give priority to the following flights from provisions of 
this SFAR and NOTAM's issued pursuant to this SFAR--
    (A) Essential military;
    (B) Medical and rescue;
    (C) Essential public health and welfare;
    (D) Presidential and Vice Presidential;
    (E) Flights carrying visiting heads of state;
    (F) Law enforcement and security; and
    (G) Flights authorized by the Director, Air Traffic Service.
    (iii) Implement flow control management procedures.
    (c) For security purposes, the Administrator may issue NOTAM's 
during the effective period of this SFAR to cancel or modify 
provisions of this SFAR and NOTAM's issued pursuant to this SFAR if 
such action is consistent with the safe and efficient use of 
airspace, and the safety and security of persons and property on the 
ground.
    (d) No person may operate an aircraft in or through the Olympic 
ring airspace unless it is specifically authorized in section 4 of 
this SFAR and it is operated in accordance with this SFAR and all 
other applicable FAA rules and regulations.
    (e) No operator may use, and no person may serve as, a 
crewmember in an aircraft operating in the Olympic ring airspace 
unless they have been accredited by the UOPSC. For further 
information on accreditation, contact UOPSC Aviation at (801) 257-
2761.
    (f) No person may operate an aircraft within the Olympic ring 
airspace, any Olympic venue TFR, or the Olympic Village TFR area 
unless the aircraft is equipped with an operating transponder with 
Mode C, and uses an assigned discrete beacon code while in this 
airspace.
    (g) Unless otherwise provided for in this SFAR, persons 
operating flights that arrive at, or depart from, an airport located 
within the Olympic ring airspace may only conduct operations at the 
following designated airports located in the Olympic ring airspace: 
Salt Lake City International (SLC), Salt Lake City, UT; Ogden 
Municipal Airport (OGD), Ogden, UT; Provo Municipal Airport (PVU), 
Provo, UT; Heber City Municipal-Ross McDonald Field Airport (36U), 
Heber City, UT; Salt Lake City Municipal Airport (U42), Salt Lake 
City, UT; and Skypark Airport (BTF), Bountiful, Utah (rotorcraft 
operations only).
    (h) No person is permitted to land an aircraft at, depart from, 
or otherwise operate an aircraft at any location other than those 
identified in paragraph (g) of this section, except for aeromedical 
aircraft responding to an emergency, military aircraft, or law 
enforcement and security aircraft that are conducting flights in 
support of the Olympic events.
    (i) The following operations are specifically prohibited within 
the Olympic ring airspace at all times--
    (i) Hang gliding, paragliding and parasailing;
    (ii) Acrobatic flights;
    (iii) Radio remote-controlled aircraft;
    (iv) Gliders;
    (v) Ultralights;
    (vi) Hot air balloons/airships;
    (vii) Tethered balloons;
    (viii) Flight training;
    (ix) Parachuting;
    (x) Agriculture/crop dusting;
    (xi) Animal population control flights;
    (xii) Rockets (manned or unmanned);
    (xiii) Shrimp spotters;
    (xiv) Helicopter skiing;
    (xv) Commercial cargo carriers flight operations that do not 
have a Domestic Security Integration Program (DSIP) or a program 
that the Administrator has determined equal or exceeds such program; 
and
    (xvi) Banner towing.
    4. Restricted airspace.
    (a) Olympic Ring Airspace. No person operating an aircraft and 
no aircraft may enter, depart from, or fly within the Olympic ring 
airspace unless the aircraft operation is identified below and is 
operated in compliance with all applicable conditions:
    (i) A 14 CFR part 121 Domestic, Flag Operation, 14 CFR part 135 
Commuter Operation or public charter operation as defined by 14 CFR 
108.3 of this chapter, is permitted in the Olympic ring airspace 
provided the aircraft is operated by a commercial passenger carrier 
certificated under 14 CFR part 119 of this chapter that:
    (A) Is operated in accordance with 14 CFR part 121 or part 135 
of this chapter, as applicable, under a regularly published 
schedule, or is operated as a 14 CFR part 91 maintenance or 
positioning ferry flight;

[[Page 2782]]

    (B) Is operated in accordance with an open IFR flight plan, 
unless otherwise authorized by ATC;
    (C) Has received a discrete beacon code and transmits that code 
while airborne in the Olympic ring airspace;
    (D) Is conducted in accordance with a full security program 
under 14 CFR 108.101(a) (no exceptions allowed);
    (E) Complies with the provisions of this SFAR and all other 
applicable FAA rules and regulations; and
    (F) Complies with all additional safety and security 
requirements communicated to the carriers via NOTAM, security 
directives or operations specifications.
    (ii) A 14 CFR part 121 supplemental all-cargo operation is 
permitted within the Olympic ring airspace provided the aircraft is 
operated by a commercial cargo carrier certificated under 14 CFR 
part 119 to operate in accordance with 14 CFR part 121 of this 
chapter that:
    (A) Is operated in accordance with 14 CFR part 121 of this 
chapter under a published schedule, or is a 14 CFR part 91 
maintenance or positioning ferry flight;
    (B) Is operated in accordance with an open IFR flight plan, 
unless otherwise authorized by ATC;
    (C) Has received a discrete beacon code and transmits that code 
while airborne in the Olympic ring airspace;
    (D) Is in full compliance with the FAA's Domestic Security 
Integration Program or is in full compliance with a program that has 
been approved by the Administrator as equal to or exceeding the DSIP 
Program; and
    (E) Complies with all additional security requirements 
communicated to the air carriers via NOTAM, security directive or 
operations specifications.
    (iii) A foreign air carrier operating under 14 CFR part 129 or 
under authority from the U.S. Department of Transportation (14 CFR 
part 375) may enter the Olympic ring airspace only if the flight 
operation is in compliance with section 4(a)(x) of this SFAR or the 
carrier has been issued a waiver by the Administrator permitting the 
flight operation to enter the Olympic ring airspace and has 
demonstrated to the Administrator that the carrier's security 
program for that flight is similar to a security program that is in 
full compliance 14 CFR 108.101(a) of this chapter.
    (iv) A law enforcement or aeromedical services aircraft may land 
in, depart from, or fly within the Olympic ring airspace provided it 
is in compliance with the applicable provisions of this SFAR and the 
pilot has notified the ASOC that the aircraft is landing in, 
departing from, or flying within the Olympic ring airspace and has 
received authorization from ASOC to conduct such operation.
    (v) An aircraft carrying news media representatives may land in, 
depart from, or fly within the Olympic ring airspace only if it is 
in compliance with the applicable provisions of this SFAR and the 
pilot has notified ASOC that the aircraft is landing in, departing 
from, or flying within the Olympic ring airspace and has received 
authorization from ASOC to conduct such operation.
    (vi) Aircraft directly supporting the Salt Lake Organizing 
Committee are permitted to operate in the Olympic ring airspace only 
if the operation is in compliance with the applicable provisions of 
this SFAR and the pilot notifies ASOC that it is landing in, 
departing from, or flying in the Olympic ring airspace and has 
received authorization from ASOC to conduct such operation.
    (vii) Aircraft and crewmembers used in military operations or 
other operations in support of event security and public safety may 
operate within the Olympic ring airspace only if the pilot notifies 
ASOC that the aircraft is landing in, departing from, or flying in 
the Olympic ring airspace and receives authorization from ASOC to 
conduct such operation.
    (viii) Aircraft carrying the President or Vice President of the 
United States are permitted to operate within the Olympic ring 
airspace as authorized by the U.S. Secret Service.
    (ix) All aircraft carrying heads of state or other dignitaries 
may operate within the Olympic ring airspace provided the flight is 
in compliance with the applicable provisions of this SFAR and the 
pilot notifies ASOC that it is landing in, departing from, or flying 
in the Olympic ring airspace and receives authorization from ASOC to 
conduct such operation.
    (x) Except for those aircraft flight operations specifically 
prohibited for the duration of this SFAR under section 3 (i) of this 
SFAR, aircraft operations not satisfying one of the categories 
identified in section 4 (a)(i) through (a)(ix) are permitted within 
the Olympic ring airspace only if all of the following conditions 
are satisfied--
    (A) The operation is in compliance with all applicable 
provisions of this SFAR;
    (B) The aircraft is operating in accordance with an open IFR 
flight plan from a Gateway airport;
    (C) The aircraft, passengers, baggage and crewmembers have been 
inspected and cleared by SLC Olympic Security Team Inspectors at a 
Gateway airport, or at an airport designated in section 5 of this 
SFAR within the Olympic ring airspace;
    (D) The aircraft has been assigned a discrete beacon code and 
transmits that code while airborne in the Olympic ring airspace; and
    (E) The aircraft complies with any additional NOTAMS or security 
directives.
    (xi) All other aircraft, including but not limited to operations 
conducted under part 103 of this chapter, are prohibited from 
operating within the Olympic ring airspace, unless specifically 
authorized by the terms of the SFAR or by special authorization by 
the Administrator and ASOC.
    (xii) All aircraft are prohibited from operating within the 
Olympic ring airspace on February 8, 2002, from 1800 hours to 2200 
hours MST, and on February 24, 2002, from 1800 hours to 2200 hours 
MST, except for aircraft operated by law enforcement, emergency 
medical services or the military, or other operations in support of 
national or event security and public safety provided that the pilot 
has notified ASOC that it needs to operate within the Olympic ring 
airspace and has received authorization from ASOC to conduct such 
operation; or the aircraft is operating under the direction of FAA 
ATC and is instructed by FAA ATC to enter the airspace due to 
weather, traffic or routing. The pilot must remain in radio contact 
with FAA ATC and under ATC direction for the entire time the flight 
is within the Olympic ring airspace.
    (b) Venue TFR area and Olympic Village TFR area. [Note: These 
are the planned TFRs. Pilots must check the NOTAM system to ensure 
they have the latest TFR information.]
    (i) No aircraft may enter or operate within the airspace 
overlying a Venue TFR or the Olympic Village TFR area during the 
times indicated, unless one of the following applies--
    (A) The aircraft operation is for purposes of law enforcement, 
aeromedical services, or is a military flight or other operation in 
support of national or event security and public safety operations 
and the pilot has notified ASOC that it needs to operate within the 
Olympic venue TFR or Olympic village TFR area and has received 
authorization from ASOC to conduct such operation; or
    (B) The aircraft is operating under the direction of Air Traffic 
Control, and Air Traffic Control has directed the pilot to operate 
within the venue or Olympic village TFR due to weather, traffic or 
routing. The pilot must remain in radio contact with FAA ATC and 
under ATC direction for the entire time the flight is within the 
venue or Olympic village TFR.
    (ii) The following TFRs are established--
    (A) The Olympic Village; Salt Lake City, Utah.
    That airspace within a 3 NM radius of latitude (lat.) 40 
deg.46'22" N, longitude (long.) 111 deg.50'37" W (SLC 110R/8 NM 
distance measuring equipment (DME) fix). Designated altitudes: 
Surface up to but not including 18,000 feet mean sea level (MSL). 
Times of Designation: January 25, 2002 to February 25, 2002, 24 
hours per day. Using agency: Utah Olympic Public Safety Command 
(UOPSC). Contact: Patricia Miller, 801-257-2761 www.uopsc.org
    (B) The E Center; West Valley City, Utah.
    That airspace within a 2 NM radius of lat. 40 deg.42'07.6" N, 
long. 111 deg.57'05.6" W (SLC 155R/9 NM DME fix). Designated 
altitudes: Surface up to but not including 18,000 feet MSL. Times of 
Designation: February 6, 2002 to February 24, 2002, 24 hours per 
day. Using agency: UOPSC. Contact: Patricia Miller, 801-257-2761 
www.uopsc.org
    (C) Utah Olympic Oval; Kearns, Utah.
    That airspace within a 2 NM radius of lat. 40 deg.40'22.8" N, 
long. 112 deg.00'02.8" W (SLC 168R/10.8 NM DME fix). Designated 
altitudes: Surface up to but not including 18,000 feet MSL. Times of 
Designation: February 6, 2002 to February 24, 2002, 24 hours per 
day. Using agency: UOPSC. Contact: Patricia Miller, 801-257-2761 
www.uopsc.org
    (D) The Peaks Ice Arena; Provo, Utah.
    That airspace within a 2 NM radius of lat. 40 deg.14'03.7" N, 
long. 111 deg.38'05.3" W (FFU 084R/14.3 NM DME fix), excluding the 
airspace along and southwest of I-15. Designated altitudes: Surface 
up to but not including 18,000 feet MSL. Times of Designation: 
February 6, 2002 to February 24, 2002, 24 hours per day. Using 
agency: UOPSC. Contact: Patricia Miller, 801-257-2761 www.uopsc.org

[[Page 2783]]

    (E) The Ice Sheet at Ogden; Ogden, Utah.
    That airspace within a 2 NM radius of lat. 41 deg.11'00.6" N, 
long. 111 deg.56'47.6" W (OGD 092R/7.3 NM DME fix). Designated 
altitudes. Surface up to but not including 18,000 feet MSL. Times of 
Designation: February 6, 2002 to February 24, 2002, 24 hours per 
day. Using agency: UOPSC. Contact: Patricia Miller, 801-257-2761 
www.uopsc.org
    (F) Snowbasin Ski Area; Huntsville, Utah.
    That airspace within a 2.5 NM radius of lat. 41 deg.12'40" N, 
long. 111 deg.51'30" W (OGD 077R/10.9 NM DME fix). Designated 
altitudes. Surface up to but not including 18,000 feet MSL. Times of 
Designation: February 6, 2002 to February 24, 2002, 24 hours per 
day. Using agency: UOPSC. Contact: Patricia Miller, 801-257-2761 
www.uopsc.org
    (G) Utah Olympic Park; Park City, Utah.
    That airspace within a 2.5 NM radius of lat. 40 deg.42'40.6" N, 
long. 111 deg.33'40.4" W (SLC 097R/20.9 NM DME fix), excluding the 
airspace along and North of I-80. Designated altitudes: Surface up 
to but not including 18,000 feet MSL. Times of Designation: February 
6, 2002 to February 24, 2002, 24 hours per day. Using agency: UOPSC. 
Contact: Patricia Miller, 801-257-2761 www.uopsc.org
    (H) Park City and Deer Valley Mountain Resorts; Park City, Utah.
    That airspace within a 3 NM radius of lat. 40 deg.38'31.8" N, 
long. 111 deg.29'40.7" W (SLC 103R/25.5 NM DME fix) excluding that 
airspace along and east of U.S. Highway 40. Designated altitudes: 
Surface up to but not including 18,000 feet MSL. Times of 
Designation: February 6, 2002 to February 24, 2002, 24 hours per 
day. Using agency: UOPSC. Contact: Patricia Miller, 801-257-2761 
www.uopsc.org
    (I) Soldier Hollow; Heber City, Utah.
    That airspace within a 2.5 NM radius of lat. 40 deg.28'53.7" N, 
long. 111 deg.29'44.4" W (FFU 043R/23.9 NM DME fix) excluding that 
airspace along and southeast of Highway 189. Designated altitudes. 
Surface up to but not including 18,000 feet MSL. Times of 
Designation: February 6, 2002 to February 24, 2002, 24 hours per 
day. Using agency: UOPSC. Contact: Patricia Miller, 801-257-2761 
www.uopsc.org
    5. Flights operating within the Olympic Ring Airspace pursuant 
to section 4 (a)(x) of this SFAR.
    (a) General Description. (i) All flights that operate in 
accordance with section 4 (a)(x) of this SFAR must arrive at, or 
depart from, one of the following airports within the Olympic ring 
airspace: Salt Lake City International (SLC), Salt Lake City, UT; 
Ogden Municipal Airport (OGD), Ogden, UT; Provo Municipal Airport 
(PVU), Provo, UT; Heber City Municipal-Ross McDonald Field Airport 
(36U), Heber City, UT; Salt Lake City Municipal Airport (U42), Salt 
Lake City, UT; or Skypark Airport (BTF), Bountiful, UT (rotorcraft 
operations only).
    (b) Security Check: (i) Prior to entering the Olympic ring 
airspace, all operations conducted in accordance with section 4 
(a)(x) of this SFAR must first land at one of the following Gateway 
airports listed below and undergo a consensual security inspection 
by SLC Olympic Security Team Inspectors and be approved for landing 
in the Olympic ring airspace:
    (A) City of Colorado Springs Municipal Airport, Colorado 
Springs, CO (COS);
    (B) Boise Air Terminal (Gowen Field), Boise, ID (BOI);
    (C) Walker Field, Grand Junction, CO (GJT); and
    (D) McCarran International Airport, Las Vegas, NV (LAS).
    (ii) An aircraft (including passengers and baggage) and crew 
that has been inspected at a Gateway airport, approved for entering 
the Olympic ring airspace by SLC Olympic Gateway Security Team 
Inspectors and departs for a designated airport located within the 
Olympic ring airspace, is prohibited from making any intermediate 
stops. Any aircraft that has been inspected and approved by SLC 
Olympic Gateway Security Team Inspectors at a Gateway airport that 
lands at an airport other than its intended destination within the 
Olympic ring airspace, must be reinspected and reapproved by SLC 
Olympic Gateway Security Team Inspectors at a Gateway airport before 
entering the Olympic ring airspace.
    (iii) All flights conducted under section 4 (a)(x) of this SFAR 
that depart from an Olympic ring airport identified in section 5 (a) 
of this SFAR must first be inspected and approved for departure by 
SLC Olympic Gateway Security Team Inspectors and must operate on an 
IFR flight plan from the Gateway airport.
    (iv) No earlier than 48 hours prior to arrival at a Gateway 
airport, or departure from an airport within the Olympic ring 
airspace, an operator must arrange for a security inspection with 
the SLC Olympic Security Team Inspectors. This appointment may be 
made by calling: 801-775-5524.
    6. Slot reservation process. (a) Starting February 8, 2002, 0000 
hours MST, through February 25, 2002, 2359 hours MST, all aircraft 
arriving or departing at one of the following airports located 
outside of the Olympic ring airspace must have a slot reservation 
prior to arrival or departure: Wendover, Logan, or Brigham City, 
Utah, or Evanston, Wyoming.
    (b) Slot reservations for the airports identified in section 6 
(a) of this SFAR may be obtained up to 72 hours in advance by 
contacting 1-800-975-9755 or by accessing www.fly.faa.gov starting 
February 5, 2002.
    7. Termination date. Except for section 4 (b)(i) and 4 
(b)(ii)(A), this SFAR terminates on February 24, 2002, 2359 hours 
MST, unless an earlier date is prescribed for a specific provision. 
The Olympic Village TFR terminates on February 25, 2002, at 2359 
hours MST.

    Issued in Washington, DC, on January 15, 2002.
Jane F. Garvey,
Administrator.
[FR Doc. 02-1441 Filed 1-16-02; 10:15 am]
BILLING CODE 4910-13-P