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For fearless maneuvers that enabled the rescue of 91 Italian and Afghan special forces, helicopter pilot, gunner and Claymont native Donald K. Procter has been awarded the Distinguished Flying Cross, a medal that recognizes “exceptional heroism.”
Procter, 47, flies the AH-64D Apache attack helicopter. Now deployed in Afghanistan, Procter is stationed at Fort Hood, Texas, and has served multiple deployments in Iraq, Korea, and Afghanistan. In more than two decades of service, Procter has served with the Delaware Army National Guard, U.S. Navy and U.S. Air Force.
The official Army report says Procter was providing air support for special forces during a combat assault and search and seizure operation in Kharaba-I-Khwaja Mu, Afghanistan, on Oct. 2, 2010. After 3 ½ hours and two suppressive battles, with escalating fire from enemy forces, Procter handed the battle over to another attack team. But after his departure, the special forces started taking on enemy fire from every direction. An emergency rescue was requested, but it would be no easy task.
The pinned-down troops were at the bottom of a 2,500-foot river canyon, surrounded by mountains and only about a mile wide.
Procter heard a call that an Apache helicopter had been hit by small-arms fire, and when he was directed to return to the area he did so immediately. After arriving, his wingman was forced to leave to refuel. Procter stayed on to provide security for five aircraft arriving to airlift the troops out of the canyon. He saw that they were taking small-arms fire from just 450 feet away, and “with disregard to his own safety,” the Army report says, Procter unleashed his 2.75-inch rockets and 30mm guns, silencing the enemy fire and allowing the airlift to unfold.
“As a result of his actions, all 91 ground force soldiers were successfully extracted while only sustaining four wounded,” the Army narrative says. “CW3 Procter’s professional ability and heroic actions were above and beyond the call of duty and ensured the survival of numerous friendly forces.”
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DECATUR, IL (04/01/2011)(readMedia)-- Lt. Col. Randy Sikowski of Decatur was a shadow on the tough streets - blending into the grit, the dirt, the scum - of drug dealers and gangs. He was immersed in the underworld of crack cocaine, heroin, amphetamines, Special K, and meth.
"Working undercover is a difficult job," Sikowski said. "You are always at the beckon call of criminals who maintain no normal schedules and who possess no moral character."
As an Illinois National Guard Soldier, Sikowski would trade in the street clothes of his job as an undercover narcotics sergeant with the Decatur Police Department to don the flight suit of a Blackhawk pilot in the 1st Battalion, 106th Aviation Regiment. His service included a tour in Iraq.
The company he keeps with the Illinois National Guard is far better than on the city streets.
"My fondest memories in Iraq are of serving with the professional Soldiers of the National Guard," said Sikowski, who is now on leave from the Decatur police to serve as the Illinois Army Guard's full-time State Aviation Officer and Commander of the 1-106th in Peoria. The performance of National Guard aviators was unparalleled in theater, he said.
Sikowski has been serving in the Army National Guard for 26 years. He enlisted with the Minnesota Army National Guard, before moving to Illinois and transferring to the Illinois Army National Guard in 1988. He has been an officer with the Decatur Police Department for 22 years while serving in the military. He worked his way through the department eventually becoming an undercover narcotics sergeant. He was in charge of a 12-man multi-jurisdictional narcotics task force.
Sikowski said it would take months, sometimes years, to watch cases come full circle. The objective was to build a strong case that would hold up in court. Although associating with the dregs of society was tough, undercover work had its rewards.
"I was able to see the effects of illegal drugs on both individuals and society as a whole," Sikowski said. "To be capable of enforcing the drug laws and actually putting people in jail who preyed upon society as drug dealers was very rewarding."
As an Army aviator, Sikowski has been part of several different missions. He was deployed in support of Operation Iraqi Freedom in January 2004. He was the training and operations officer of Task Force Eagle which consisted of approximately 500 Soldiers and 44 aircraft. He planned all movements and deployments of the task force. Sikowski was also responsible for mobilization preparation for the Soldiers in the task force.
Sikowski has also been part of several two-week missions to different countries during his time in a military uniform. Some memorable missions include Honduras, Iceland and El Salvador. He has also responded in relief of many recent hurricanes and other natural events.
"During the floods we were able to rescue people and get them to safety," Sikowski said. "During the hurricanes, we were able to transport people out of the path of destruction. During the oil spill, we were able to transport sand bags to protected areas to keep the oil from destroying wetlands. During the war, we provided much needed air transportation to both combat forces actively seeking the enemy, and support forces that needed to safely traverse the battle space."
In some ways, Sikowski's jobs as a police officer and Army aviator aren't all that different. Both focus on protecting people. And, as the Illinois Guard's State Aviation Officer, Sikowski oversees Detachment 1 of C Co., 1st Battalion, 376th Aviation Battalion, which works with law enforcement on counterdrug operations.
With his two different careers, Sikowski has had one mission: serving others. He is scheduled to deploy again with approximately 350 Soldiers from 1st Battalion, 106th Aviation Regiment, in support of Operation New Dawn, formerly Operation Iraqi Freedom in 2012.
"I am excited about the next deployment," Sikowski said. "Illinois aviation is a strong professional community with some of the best aviators in the country."
Photo by Staff Sgt. Kassidy Snyder, Illinois National Guard Public Affairs/ Lt. Col. Randy Sikowski, a member of the Illinois Army National Guard, has spend more than two decades in civilian law enforcement. His careers in the military and civilian law enforcement have been dedicated to serving the citizens of Illinois
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Gulfstream Aerospace, located in Savannah, Ga., has confirmed the crash of a Gulfstream G650 flight test aircraft at Roswell International Air Center, N.M., Saturday morning, April 2. Four lives were lost in the accident. The following statement was released by the company early Saturday evening:
“Gulfstream Aerospace Corp. confirmed today that a Gulfstream G650 crashed Saturday morning during takeoff-performance tests in Roswell, N.M. Two Gulfstream pilots and two Gulfstream flight-test engineers died in the crash. ‘Our thoughts and prayers go out to the families of those who were lost,’ said Joe Lombardo, president, Gulfstream Aerospace. The accident is under investigation by Gulfstream, the National Transportation Safety Board and the Federal Aviation Administration. ‘We are cooperating 100 percent with the investigation,’ Lombardo said.”
FAA Southwest Region spokesman Lynn Lunsford of the told AOPA Pilot that the aircraft, N652GD, had just taken off when the right wing hit the ground. The aircraft crashed back to the runway, collapsing the gear. “The aircraft skidded for quite some distance,” Lunsford said. “It came to rest 35 to 40 feet from the tower.” Lunsford said the aircraft had been in the pattern for at least two hours. It was his understanding that the aircraft was conducting brake testing.
There are records of recent flights for the aircraft on FlightAware.
The new G650 is billed as the company’s “ultra large cabin, ultra high speed” model. It can carry a crew of four and eight passengers on a nonstop, 7,000-nautical-mile flight, according to the company’s website. It can cruise at Mach 0.85 on longer trips, or cover shorter distances at Mach 0.925. Rolls Royce BR725 engines rated at 16,100 pounds of thrust at takeoff power the aircraft.
The aircraft that crashed was one of the G650 models used for certification testing. One of the four test aircraft flew at near the speed of sound last year.
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A single-engine airplane made a forced landing on Weston Canal Road in Franklin just before 1 p.m. Saturday, and the two people on board were hospitalized with injuries, police said.
The plane, which damaged utility lines, caused power outages and diverted traffic for hours, came to rest across Weston Canal Road near School House Road.
The tail of the plane partly cracked off the fuselage. Joel Kipman, chief of the Elizabeth Avenue Fire Company, said the first firefighters on the scene extinguished a small fire in the plane.
Both occupants were taken to Robert Wood Johnson University Hospital in New Brunswick with "nonlife-threatening injuries," Franklin police Lt. Kenneth Williams confirmed.
Officials were investigating late Saturday afternoon what caused the forced landing, and were trying to determine where the plane took off and where it intended to land, said Jim Peters, a spokesman for the Federal Aviation Administration in New York. It was a clear day with unrestricted visibility, Peters said.
The plane, a 1979 Piper PA-38 Tomahawk, a singe-engine, front-propeller airplane, is registered to a New York City man named Thomas K. Dempsey. Officials did not identify the people on the plane, or say whether Dempsey was on board.
Township resident Mark Tomlin was in a field adjacent to the accident site when the plane landed. He did not hear a plane engine and assumed a big truck with a heavy load crashed at the intersection, he said.
"I didn't hear a thing until "Bang,' " Tomlin said.
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DECATUR, IL (04/01/2011)(readMedia)-- Lt. Col. Randy Sikowski of Decatur was a shadow on the tough streets - blending into the grit, the dirt, the scum - of drug dealers and gangs. He was immersed in the underworld of crack cocaine, heroin, amphetamines, Special K, and meth.
"Working undercover is a difficult job," Sikowski said. "You are always at the beckon call of criminals who maintain no normal schedules and who possess no moral character."
As an Illinois National Guard Soldier, Sikowski would trade in the street clothes of his job as an undercover narcotics sergeant with the Decatur Police Department to don the flight suit of a Blackhawk pilot in the 1st Battalion, 106th Aviation Regiment. His service included a tour in Iraq.
The company he keeps with the Illinois National Guard is far better than on the city streets.
"My fondest memories in Iraq are of serving with the professional Soldiers of the National Guard," said Sikowski, who is now on leave from the Decatur police to serve as the Illinois Army Guard's full-time State Aviation Officer and Commander of the 1-106th in Peoria. The performance of National Guard aviators was unparalleled in theater, he said.
Sikowski has been serving in the Army National Guard for 26 years. He enlisted with the Minnesota Army National Guard, before moving to Illinois and transferring to the Illinois Army National Guard in 1988. He has been an officer with the Decatur Police Department for 22 years while serving in the military. He worked his way through the department eventually becoming an undercover narcotics sergeant. He was in charge of a 12-man multi-jurisdictional narcotics task force.
Sikowski said it would take months, sometimes years, to watch cases come full circle. The objective was to build a strong case that would hold up in court. Although associating with the dregs of society was tough, undercover work had its rewards.
"I was able to see the effects of illegal drugs on both individuals and society as a whole," Sikowski said. "To be capable of enforcing the drug laws and actually putting people in jail who preyed upon society as drug dealers was very rewarding."
As an Army aviator, Sikowski has been part of several different missions. He was deployed in support of Operation Iraqi Freedom in January 2004. He was the training and operations officer of Task Force Eagle which consisted of approximately 500 Soldiers and 44 aircraft. He planned all movements and deployments of the task force. Sikowski was also responsible for mobilization preparation for the Soldiers in the task force.
Sikowski has also been part of several two-week missions to different countries during his time in a military uniform. Some memorable missions include Honduras, Iceland and El Salvador. He has also responded in relief of many recent hurricanes and other natural events.
"During the floods we were able to rescue people and get them to safety," Sikowski said. "During the hurricanes, we were able to transport people out of the path of destruction. During the oil spill, we were able to transport sand bags to protected areas to keep the oil from destroying wetlands. During the war, we provided much needed air transportation to both combat forces actively seeking the enemy, and support forces that needed to safely traverse the battle space."
In some ways, Sikowski's jobs as a police officer and Army aviator aren't all that different. Both focus on protecting people. And, as the Illinois Guard's State Aviation Officer, Sikowski oversees Detachment 1 of C Co., 1st Battalion, 376th Aviation Battalion, which works with law enforcement on counterdrug operations.
With his two different careers, Sikowski has had one mission: serving others. He is scheduled to deploy again with approximately 350 Soldiers from 1st Battalion, 106th Aviation Regiment, in support of Operation New Dawn, formerly Operation Iraqi Freedom in 2012.
"I am excited about the next deployment," Sikowski said. "Illinois aviation is a strong professional community with some of the best aviators in the country."
Photo by Staff Sgt. Kassidy Snyder, Illinois National Guard Public Affairs/ Lt. Col. Randy Sikowski, a member of the Illinois Army National Guard, has spend more than two decades in civilian law enforcement. His careers in the military and civilian law enforcement have been dedicated to serving the citizens of Illinois
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Boy when it comes to the offseason, no news outside of the recruiting front is often good news.
Remember early last month when State College police asked for help identifying a couple students involved in a simple-assault and criminal-mischief incident that happened at 6:05 p.m. on State Patty’s Day at the Cedarbrook apartment building, 320 E. Beaver Ave? Well it wasn’t too hard to tell from the surveillance photos that several of the suspects in question were players on the basketball and football teams. And if we could identify them through grainy surveillance camera photographs, it wouldn’t be long before the State College police could put 2 and 2 together.
Well an entire month later, the SC police finally concluded what some have figured out immediately after the pictures were released.
State College police Lt. Keith Robb said Wednesday they were among seven suspects charged with the summary offense following the Feb. 26 fight that left one person with minor injuries.
Police identified four of those charged as Curtis Drake and Derrick Thomas, both 20; and Tre Bowman and Taran Buie, both 19. Drake and Thomas play football, while Bowman plays basketball.
Although summary offense is incredibly minor, the players presence in this entire snafu represents yet another blunder in their judgement. This would be Derrick Thomas’ second offense having been involved in a marijuana possession incident that put him in Joe Paterno’s doghouse for much of the year. Curtis Drake and Taran Buie are also repeat offenders both having had run-ins with the law since last year. Considering Buie’s multiple run-ins with State College police, it’s not hard to determine how Buie found himself suspended from the basketball team originally for an undisclosed violation of team rules.
As mentioned before summary offense is extremely minor. They aren’t considered criminal convictions unless jail time is served. Violations like underage drinking, open container, obstruction of the highway and even giving a pig away as a lottery prize are all summary offenses in Pennsylvania. Summaries are often punishable by a fine, but in the extreme summary offenders can receive up to 90 days in jail. More often than not though, these players will be able to expunge the violation from their records by arranging to do some community service or taking a class in alcoholism, for example especially if they have had a clean record prior to this citation.
But though Curtis Drake and Derrick Thomas might face a slap on the wrist from the law, they will assuredly be deep in Joe Paterno’s patented doghouse. Buie has long considered a transfer out of Penn State following his year long suspension from the basketball team last season, but it’ll be interesting to see how Ed DeChellis handles Tre Bowman.
This next one might be considered a little more severe if the accusations turn out to be true. And please keep in mind that while the accusations have been made, there has been no verdict rendered nor has a criminal trial taken place.
Penn State’s legendary defensive coordinator Jerry Sandusky is being investigated for accusations of indecent assault against a teenage boy. A grand jury has been hearing testimony for the past 18 months connected to a 15-year old’s allegations that Sandusky inappropriately touched a teenage boy multiple times over a four year period. The grand jury hearing is used by courts and prosecutors to determine whether or not there is sufficient evidence for a criminal charge. This is a disturbing accusation that follows a similar accusation made by another boy against Sandusky back in 1998.
Penn State’s head coach Joe Paterno, athletic director Tim Curley, retired university Vice President and Treasurer Gary Schultz were among those who appeared before the grand jury in January over the case.
Last fall, Sandusky announced that he was retiring from day-to-day involvement in the charity [The Second Mile] to spend more time with family and handle personal matters.
Since then, rumors of misconduct by Sandusky have lit up Internet comment threads and message boards that are normally havens for Penn State football fan chatter.
Being a key figure in The Second Mile, Sandusky is exposed to and involved with over 10,000 Pennsylvanian youths a year through summer and year round camps programs. Even as we speak following 18 months of a grand jury hearing, the Attorney General’s office has still not determined whether Sandusky has done anything inappropriate. Though I refuse to speculate over the details of the case until a trial is concluded, Mike has a nice breakdown of the possible legal ramifications for Penn State and Jerry Sandusky himself.
Sandusky has also released a statement through his lawyer concerning the matter:
While Jerry has been aware of an ongoing investigation by the Attorney General’s Office for many months dating back to 2009, he has steadfastly maintained his innocence throughout this ordeal.
In his many years of service as a football coach and in his almost daily involvement since 1977 with The Second Mile, which helps thousands of kids at risk each year, Jerry has dedicated his life to helping young people develop into solid, community-oriented, and successful young adults.
Should the allegations as set forth in today’s newspaper article eventually lead to the institution of criminal charges against Jerry, Jerry fully intends to establish his innocence and put these false allegations to rest forever.
The man is innocent until proven guilty. And given that The Second Mile was founded by Sandusky way back in 1977, 34 years with close to 10,000 youths in a given year is alot of exposure to children. Though these are tough allegations, I can only hope the man that has successfully run The Second Mile for 33 years will be exonerated from these accusations.
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• A woman was caught on video gyrating a la stripper style at a Griffins game, and apparently the security guards weren't impressed. [via Deadspin]
• The Michigan Lottery Commission has suspended the Downtown Coaches Club, an MSU football booster club, after improprieties with a 50-50 raffle at games. Michigan State University athletic director Mark Hollis said MSU will alter its relationship with the club and perhaps keep all fund-raising responsibility within MSU. [via the Lansing State Journal]
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Washington Nationals Opening Day Links, Quotes, Etc. • Programming Note: What do you mean there's no game today? The Nationals and Braves three-game season-opening series picks up again tomorrow at 1:05 pm EDT live from Nationals Park, til then you'll have to get by reliving Opening Day through the eyes (and words) of those who witnessed it.
• LINKS AND LINKS AND...
• Nats Help Relief Effort: "Beginning on Thursday, the Nationals launched a "text to give" initiative to support UNICEF's relief efforts after the recent earthquake in Japan. Fans can donate $10 by simply texting JAPAN to 864233." - Nats support UNICEF efforts in Japan" - Kristen Hudak, Nationals Buzz, MASNSports.com
• NATSBEAT:
• "'You’re going to see a lot of that this year,' Zimmerman said. 'We’re getting deep into at bats. Jayson and Adam and I are veteran guys, and if a pitch isn’t where we want it, we’ll take a strike.'" - "Opening day 2011: Nationals have added gloves" — and strikeouts - Thomas Boswell, The Washington Post
• "'It's only one mistake that I can say,' Hernandez said. 'It was a slider hanging, he hit it out. If it was in, it might be a ground ball to first base.'" - "Braves 2, Nationals 0: Second Look" - Ben Goessling, MASNSports.com
• "'That's probably the best I've seen him pitch in a long time,' Werth said of the 37-year-old sinkerballer.'" - Werth on Braves' starter Derek Lowe - "Nats squander chances in Opening Day shutout" - Mark Zuckerman, CSN Washington
Star-divide
• "'It will be a little strange. However long it has been, you are used to seeing Bobby Cox with the Braves,'" Ankiel said." - "Ankiel, Riggleman note Cox's absence" - Bill Ladson, MLB.com
• "'The offense is going to come and go,' second baseman Danny Espinosa said. 'When it’s there, we’ll win.'" - "Nationals vs. Braves: Washington shut out on opening day 2011" - Adam Kilgore, The Washington Post
• "The Double-A Harrisburg Senators today announced their 2011 roster..." - "Double-A Harrisburg releases 2011 roster" - Byron Kerr, MASNSports.com
• "The question was posed in the pressbox -- and I'm sure in many living rooms in the MASN broadcast sector: Why not use Matt Stairs here?" - "Why Laynce Nix got to pinch hit over Matt Stairs" - Amanda Comak, Washington Times
• "The Nationals clearly overpaid to get Werth, but that doesn't mean they're obligated to hit him third or fourth when he's not that kind of a hitter." - "Washington Nationals understand Jasyon Werth's value, more strikes" - Tom Verducci - SI.com
• "Riggleman didn’t say it, but another factor may have also been in play. Looking ahead, he would have noticed the likelihood of Ivan Rodriguez coming to the plate during a potential ninth-inning rally." - "Why Laynce Nix pinch-hit instead of Matt Stairs" - Adam Kilgore, Nationals Journal - The Washington Post
• "'They were just standard plays,' Werth said. 'The second one, I was trying to keep the ball out of the lights. I kind of overran it a little bit in between steps.'" - "Jayson Werth makes strong impression in Nationals debut" - Bill Ladson, MLB.com
• "As Ryan Zimmerman put it, 'If we can win over 50 percent of these games, we’ll have a good year. If we don’t, we’ll have a bad year.'" - "A preview of coming attractions for Nats" - Dan Daly, Washington Times
• Your Daily Message from the Dalai Lama on Twitter (@DalaiLama): "It is very important to generate a good attitude, a good heart, as much as possible."
• NATSTOWN:
• "Last year, Livo made quality starts in 67% of his games started. That was his highest percentage since 2003..." - "Livo and the Quality Start" - Charlie, The Nationals Review
• "2011 Opening Day Thoughts and Photos" - MissChatter : The Chatter Files
• "Unfortunately, the Nats hitters weren't up to the task today. Only twice did they have more than one runner on base in an inning, and only twice did they have a runner reach third." - "GAME 1 REVIEW: Nats Hitters Frozen By Lowe, Braves and Mother Nature" - Dave Nichols, NatsNewsNetwork
• "Players of the Game: Danny Espinosa. Hear me out – there were no outstanding offensive plays, so you go with the guy who did get on base (twice)..." - "March 31, 2011: Washington Nationals vs Atlanta Braves (Opening Day)" - Maggie, First Ladies of Baseball
• "Laynce Nix whiffed in a big situation, why they probably should have gone with Matt Stairs..."- "Thoughts from last night, the positives, and why Riggleman went with Nix over Stairs" - Will Yoder, The Nats Blog
• "An Opening Day Loss" - Tom, Center Field Gate
• "Sean Burnett made the Braves batters he faced in the 9th, lefties and righties alike, look silly." - "Recapping 1 of 162: Opening Day" - Joe Drugan, Capitol Baseball
• Presidents Race Video: "Nats roll out the red, and Teddy falls on wet, cold opening day" - Presidents Race Fan, Let Teddy Win!
• "Nats Opening Day Has Flames And Flair But Little Else" - DangerNats, Nationals Inquisition
• "Harrisburg Announces Its 2011 Roster" - Sue Dinem, NationalsProspects.com
• SharkNatsTown
• "Sharks in King Arthur's Court (I mean Nationals Park)" - Sharkadina, Roger Bernadina's Unofficial Blog
• NL EAST UPDATES:
• Braves: "There was no such thing as a no-doubter," Heyward said of Thursday's conditions. "Mine was more of a line drive. I didn't think it was going out right off the bat." - "Heyward hits another Opening Day homer" - Mark Bowman, MLB.com
• Mets: "Amazin' Avenue 2011 Season Predictions" - James Kannengieser, Amazin' Avenue
• Phillies: "Once ridiculed in town for his Southern drawl and seat-of-his-pants managerial style, Charlie Manuel has become a beloved fixture as Phillies manager." - Q & A with Charlie Manuel - Kevin Cooney, phillyBurbs.com : Phillies
• Marlins: "Marlins LF Logan Morrison didn’t hesitate when asked how his team will finish the year. 'Our expectations are nothing short of a World Series title,' he said yesterday." - "Predictions wanted: How will the Florida Marlins do this year?"- Joe Capozzi, Fish Tank blog: Florida Marlins | The Palm Beach Post
• Twitter: Joe Posnanski (@JPosnanski): "Live chat today at 3 p.m. to talk baseball, Final Four, Masters, infomercials, Springsteen, you name it. http://wp.me/pVBCv-1QU"
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The month of March is known in US basketball as "March Madness." This month has also been a month of madness around the world, not in sport, but rather in political upheavals. March of 2011 saw the Japanese earthquake, followed by a pacific-wide tsunami and nuclear power crisis, by riots in the streets of London, by the fall of the Portuguese coalition government, by union protests throughout the world, from Madison, Wisconsin to Europe, from revolutions in much of the Arab world, to renewed bus bombing and rocket attacks against Israel, to a no-fly zone imposed over Libya.
To add to the confusion neither government spokespeople nor the media have been very clear as to what these political undulations mean. From the perspective of the tourism industry, these momentous changes present a major challenge and may have long-term industrial consequences. In fact tourism risk has never been higher and tourism officials must change the way they do risk management. Here are a few factors to consider when seeing the new world of tourism risk management.
Food prices are rising at alarming rates. There is no one factor to account for the rapid increase in the rise of food prices. These price rises are the result of a number of factors: irregular rainfall in much of the world including a major Texas draught, the high cost of fuel resulting in higher transportation costs, political disturbances in the Middle East, the need to ration food in a post earthquake/tsunami Japan have all contributed to "food sticker shock" and political tension. It may well be hypothesized that much of the world's political upheavals have less to do with a desire for democracy and as has occurred throughout history, more to do with the cost of food. The impact of tourism being caught in the crossfire is already manifesting itself. Restaurants have had to raise prices or lower their service. Transportation companies have been (and will continue to be) hard hit. The airline industry is especially vulnerable. Airlines depend on both the food industry (at least in first class or executive class) and the fuel industry. Already on the margin, airlines can do nothing more than cut services and raise prices. The result of such a policy may create an economic tsunami as the leisure traveler may well decide that travel is simply too expensive and thus the "staycation" (or stay-at-home-vacation) once again becomes a reality impacting hotels and attractions throughout the world.
Furthermore, from a tourism security perspective, the world's security situation has deteriorated. There are few nations today that are not suffering from either political or economically motivated violence. From Mexico's drug wars to most of Latin America's express kidnappings, from street violence from England to the Middle East, the tourism world must face the fact that there is an increase both in the potential for crime and for acts of terrorism. Indeed the current Libyan government, with a great deal of blood on its hands, is not above "punishing" the West by further acts of terrorism.
The international tourism industry must also face the reality that world currencies are no longer stable. It is impossible to predict the value of the US dollar or euro over the next twelve months. This inability to know the value of a currency means that long-range tourism prices are especially hard to predict and the fallout from this monetary instability is already impacting multiple tourism support systems. For example, tourism experts are now noting that hospitals are turning people away (despite their nation's laws) who do not have local insurance or a well-backed credit card.
The tourism industry must also recognize that despite what the politicians may tell us the world's economy has multiple challenges. Among these challenges is the fact that retirement accounts, throughout the Western world, are no longer sustainable. Well-healed unions may protest, but there is no way that a diminishing working population can afford to allow people to retire at full or three quarter wages for periods of 20 or thirty years or more. What this means is that the group of people who often travel the most, the young retirees, may have to make major lifestyle changes and these changes may have a great impact on the world of tourism.
Despite these numerous challenges it would be a mistake to predict the demise of the travel and tourism industry. Instead this is the time when thoughtful tourism professionals need to be creative and well aware of the multiple disciplinary character of their profession. Tourism officials need much more than simply marketers, that model is soon to die. Instead tourism professionals must take into account a wide range of disciplines that include knowledge of: economic factors, political factors, the price of commodities, the impact of security on their industry, and how front-line customer service interacts with demographic changes, and how weather patterns may impact their industry.
The tourism industry can no longer ignore the issue of total tourism security, what is often called "tourism surety." As such the industry must view the interaction and overlapping of tourism economics, with locale reputation factors and combine these with tourism safety and security. Tourism cannot afford a medical crisis or a food crisis, a natural disaster or a political disaster, conventional wars or acts of terrorism, crime and gang violence and narco-trafficking. Each of these threats is interconnected and in a world connected by both the internet and rapid transportation nothing stays for long in any one place. Instead what impacts one part of the tourism industry in the end will impact the entire industry.
Mar 29, 2011 (FIND, Inc. via COMTEX) -- SUMMARY: In this document, the Federal Communications Commission (Commission or FCC) addresses a number of important issues pertaining to the Aviation Radio Services, amending its rules in the interest of accommodating the communications needs of the aviation community to the greatest possible extent, and ensuring that aeronautical spectrum is used efficiently to enhance the safety of flight.
DATES: Effective May 31, 2011.
FOR FURTHER INFORMATION CONTACT: Jeffrey Tobias, Jeff.Tobias@FCC.gov, Mobility Division, Wireless Telecommunications Bureau, (202) 418-1617, or TTY (202) 418-7233.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
Find Solutions for Enterprises, SMBs & Service Providers at the ITEXPO East, February 2-4, 2011 Miami Beach Convention Center, FL.
SUPPLEMENTARY INFORMATION: This is a summary of the Federal Communications Commission's Third Report and Order (Third R&O), in WT Docket No. 01-289, FCC 10-103, adopted on June 1, 2010, and released on June 15, 2010. Contemporaneous with this document, the Commission issues an Order that stays a rule that was adopted in the Third R&O (published elsewhere in this publication). The full text of this document is available for inspection and copying during normal business hours in the FCC Reference Center, 445 12th Street, SW., Washington, DC 20554. The complete text may be purchased from the Commission's copy contractor, Best Copy and Printing, Inc., 445 12th Street, SW., Room CY-B402, [Page Number 17348] Washington, DC 20554. The full text may also be downloaded at: http://www.fcc.gov. Alternative formats are available to persons with disabilities by sending an e-mail to fcc504@fcc.gov or by calling the Consumer & Governmental Affairs Bureau at 202-418-0530 (voice), 202-418-0432 (tty).
1. The Third Report and Order addresses issues raised in the Second Further Notice of Proposed Rule Making (Second FNPRM) in this WT Docket No. 01-289 proceeding. The Commission takes the following significant actions in the Third R&O: (i) Deletes the secondary allocation of the 117.975-136 MHz aeronautical frequency band for Aeronautical Mobile Satellite (Route) Service (AMS(R)S); (ii) permits the use of 8.33 kHz channel spacing in the aeronautical enroute service and by flight test stations; (iii) removes one of the four frequencies designated for Flight Information Services--Broadcast (FIS-B); (iv) permits the use of specified frequencies for air-to-air communications in Hawaii; (v) permits the use of specified frequencies for air-to-air communications in the Los Angeles area; (vi) clarifies the applicability of the one-unicom-per-airport rule; and (vii) permits the filing of applications to assign or transfer control of aircraft station licenses. In addition in this Third R&O, the Commission adopts a rule prohibiting the certification, manufacture, importation, sale, or continued use of 121.5 MHz emergency locator transmitters (ELTs) other than the Breitling Emergency Watch ELT, but, in a separate order, the Commission stays the effective date of this rule indefinitely.
I. Procedural Matters A. Paperwork Reduction Act Analysis 2. The Third R&O does not contain any new or modified information collection requirements subject to the Paperwork Reduction Act of 1995 (PRA), Public Law 104-13. Neither, does it contain any new or modified "information collection burden for small business concerns with fewer than 25 employees," pursuant to the Small Business Paperwork Relief Act of 2002, Public Law 107- 198, See 44 U.S.C. 3506(c)(4).
B. Report to Congress 3. The Commission will send a copy of this Third R&O in a report to Congress and the Government Accountability Office pursuant to the Congressional Review Act, See 5 U.S.C. 801(a)(1)(A).
C. Final Regulatory Flexibility Analysis 4. As required by the Regulatory Flexibility Act of 1980, as amended (RFA), an Initial Regulatory Flexibility Analysis (IRFA) was incorporated in the Second FNPRM in this proceeding. The Commission sought written public comment on the proposals in the Second FNPRM, including comment on the IRFA. This present Final Regulatory Flexibility Analysis (FRFA) conforms to the RFA.
Need for, and Objectives of, the Third Report and Order 5. The rules adopted in the Third R&O are intended to ensure that the Commission's part 87 rules governing the Aviation Radio Service remain up-to- date and continue to further the Commission's goals of accommodating new technologies, facilitating the efficient and effective use of the aeronautical spectrum, avoiding unnecessary regulation, and, above all, enhancing the safety of flight. Specifically, in the Third R&O, the Commission (a) deletes the secondary allocation of the 117.975-136 MHz aeronautical frequency band for Aeronautical Mobile Satellite (Route) Service (AMS(R)S); (b) permits the use of 8.33 kHz channel spacing in the aeronautical enroute service and by flight test stations; (c) removes one of the four frequencies designated for Flight Information Services--Broadcast (FIS-B); (d) permits the use of specified frequencies for air-to-air communications in Hawaii; (e) permits the use of specified frequencies for air-to-air communications in the Los Angeles area; (f) clarifies the applicability on the one-unicom-per-airport rule; (g) permits the filing of applications to assign or transfer aircraft station licenses; and (h) prohibits the certification, manufacture, importation, sale, or continued use of 121.5 MHz emergency locator transmitters (ELTs) other than the Breitling Emergency Watch ELT. In a separate order, the Commission stays the effective date of the rule prohibiting the certification, manufacture, importation, sale, or continued use of 121.5 MHz ELTs.
Summary of Significant Issues Raised by Public Comments in Response to the IRFA 6. No comments were submitted specifically in response to the IRFA. Nonetheless, we have considered the potential economic impact on small entities of the rules discussed in the IRFA, and we have considered alternatives that would reduce the potential economic impact on small entities of the rules enacted herein.
Description and Estimate of the Number of Small Entities to Which Rules Will Apply 7. The RFA directs agencies to provide a description of and, where feasible, an estimate of the number of small entities that may be affected by the rules adopted herein. The RFA defines the term "small entity" as having the same meaning as the terms "small business," "small organization," and "small governmental jurisdiction." In addition, the term "small business" has the same meaning as the term "small business concern" under the Small Business Act.. A small business concern is one which: (1) Is independently owned and operated; (2) is not dominant in its field of operation; and (3) satisfies any additional criteria established by the Small Business Administration (SBA).
8. Small businesses in the aviation and marine radio services use a marine very high frequency (VHF), medium frequency (MF), or high frequency (HF) radio, any type of emergency position indicating radio beacon (EPIRB) and/or radar, an aircraft radio, and/or any type of emergency locator transmitter (ELT). The Commission has not developed a definition of small entities specifically applicable to these small businesses. For purposes of this FRFA, therefore, the applicable definition of small entity is the definition under the SBA rules applicable to wireless service providers. Since 2007, the Census Bureau has placed wireless firms within this new, broad, economic census category. Prior to that time, such firms were within the now-superseded categories of "Paging" and "Cellular and Other Wireless Telecommunications." Under the present and prior categories, the SBA has deemed a wireless business to be small if it has 1,500 or fewer employees. Because Census Bureau data are not yet available for the new category, we will estimate small business prevalence using the prior categories and associated data. For the category of Paging, data for 2002 show that there were 807 firms that operated for the entire year. Of this total, 804 firms had employment of 999 or fewer employees, and three firms had employment of 1,000 employees or more. For the category of Cellular and Other Wireless Telecommunications, data for 2002 show that there were 1,397 firms that operated for the entire year. Of this total, 1,378 firms had employment of 999 or fewer employees, and 19 firms had employment of 1,000 employees or more. Thus, we estimate [Page Number 17349] that the majority of wireless firms are small.
9. Some of the rules adopted herein may also affect small businesses that manufacture aviation radio equipment. The Commission has not developed a definition of small entities applicable to aviation radio equipment manufacturers. Therefore, the applicable definition is that for Radio and Television Broadcasting and Wireless Communications Equipment Manufacturers. The Census Bureau defines this category as follows: "This industry comprises establishments primarily engaged in manufacturing radio and television broadcast and wireless communications equipment. Examples of products made by these establishments are: transmitting and receiving antennas, cable television equipment, GPS equipment, pagers, cellular phones, mobile communications equipment, and radio and television studio and broadcasting equipment." The SBA has developed a small business size standard for Radio and Television Broadcasting and Wireless Communications Equipment Manufacturing, which is: All such firms having 750 or fewer employees. According to Census Bureau data for 2002, there were a total of 1,041 establishments in this category that operated for the entire year. Of this total, 1,010 had employment of under 500, and an additional 13 had employment of 500 to 999. Thus, under this size standard, the majority of firms can be considered small.
Description of Projected Reporting, Recordkeeping, and Other Compliance Requirements for Small Entities 10. The Third R&O does not impose any additional reporting, recordkeeping, or other compliance requirements on small entities.
Steps Taken To Minimize the Significant Economic Impact on Small Entities, and Significant Alternatives Considered 11. The RFA requires an agency to describe any significant alternatives that it has considered in developing its approach, which may include the following four alternatives (among others): "(1) The establishment of differing compliance or reporting requirements or timetables that take into account the resources available to small entities; (2) the clarification, consolidation, or simplification of compliance and reporting requirements under the rule for such small entities; (3) the use of performance rather than design standards; and (4) an exemption from coverage of the rule, or any part thereof, for such small entities." 12. As explained in section D of this FRFA, above, the Third R&O does not impose any additional reporting, recordkeeping, or other compliance requirements on small entities. In the IRFA accompanying the Second FNPRM, the Commission identified two measures that it was considering that might conceivably impose significant new compliance burdens on small entities: (1) The adoption of rules requiring that mobile satellite systems accord priority and preemptive access to AMS(R)S communications in additional frequency bands, including the 1.6 MHz, 2 MHz, and 5 MHz frequency bands, and (2) the adoption of rules mandating a transition to 8.33 kHz channel spacing in the aeronautical enroute service. In the Third R&O, however, the Commission does not adopt either of these requirements. The Commission has determined to defer addressing the possibility of requiring MSS licensees to accord priority and preemptive access to AMS(R)S communications in additional frequency bands until other matters pertaining to MSS licensees are addressed in other proceedings. In addition, the Commission has decided not to mandate that the aeronautical enroute service transition to 8.33 kHz channel spacing, but only to allow such a transition to 8.33 kHz channel spacing in the aeronautical enroute (and flight test station) service on a permissive basis. Finally, as noted, the Commission determined in the IRFA accompanying the Second FNPRM that none of the other rule changes under consideration would impose any new compliance burden on any entity, and there is nothing in the record to undermine that conclusion. In sum, none of the rule changes adopted in the Third R&O imposes a new compliance burden on any entity.
F. Report to Congress 13. The Commission will send a copy of this Third R&O in WT Docket No. 01- 289, including the Final Regulatory Flexibility Analysis, in a report to be sent to Congress pursuant to the Congressional Review Act. In addition, the Commission will send a copy of the Third R&O, including the Final Regulatory Flexibility Analysis, to the Chief Counsel for Advocacy of the SBA. A copy of the Third R&O and the Final Regulatory Flexibility Analysis (or summaries thereof) will also be published in the Federal Register List of Subjects 47 CFR Part 1 Administrative practice and procedure, Radio.
47 CFR Part 2 Radio.
47 CFR Part 87 Air transportation, Communications equipment, Radio.
Federal Communications Commission.
Marlene H. Dortch, Secretary.
Rule Changes For the reasons discussed in the preamble, the Federal Communications Commission amends 47 CFR parts 1, 2 and 87 as follows: PART 1--PRACTICE AND PROCEDURE 1. The authority citation for part 1 continues to read as follows: Authority: 15 U.S.C. 79 et seq.; 47 U.S.C. 151, 154(i), 154(j), 155, 157, 225, 303(r), and 309.
2. Amend [Section] 1.948 by revising paragraph (b)(5) to read as follows: [Section] 1.948 Assignment of authorization or transfer of control, notification of consummation.
* * * * * (b)(5) Licenses, permits, and authorizations for stations in the Amateur, Ship, Commercial Operator and Personal Radio Services (except 218-219 MHz Service) may not be assigned or transferred, unless otherwise stated.
* * * * * PART 2--FREQUENCY ALLOCATIONS AND RADIO TREATY MATTERS; GENERAL RULES AND REGULATIONS 3. The authority citation for part 2 continues to read as follows: Authority: 47 U.S.C. 154, 302a, 303, and 336, unless otherwise noted.
4. Amend [Section] 2.106, by revising page 20 of the Table of Frequency Allocations, and by adding footnote US36 to the list of United States (U.S.) Footnotes to read as follows.
[Section] 2.106 Table of frequency allocations.
* * * * * BILLING CODE 6712-01-P Vol. 76, No. 060 [Page Number 17350] See Illustration in Original Document.
BILLING CODE 6712-01-C United States (U.S.) Footnotes * * * * * US36 In Hawaii, the bands 120.647-120.653 MHz and 127.047-127.053 MHz are also allocated to the aeronautical mobile service on a primary basis for non- Federal aircraft air-to-air communications on 120.65 MHz (Maui) and 127.05 MHz (Hawaii and Kauai) as specified in 47 CFR 87.187.
* * * * * PART 87--AVIATION SERVICES 5. The authority citation for part 87 continues to read as follows: Authority: 47 U.S.C. 154, 303 and 307(e), unless otherwise noted.
6. Amend [Section] 87.133 by revising paragraph (a) introductory text and by adding paragraph (g) to read as follows: [Section] 87.133 Frequency stability.
(a) Except as provided in paragraphs (c), (d), (f), and (g) of this section, the carrier frequency of each station must be maintained within these tolerances: * * * * * [Page Number 17351] (g) Any aeronautical enroute service transmitter operating in U.S. controlled airspace with 8.33 kHz channel spacing (except equipment being tested by avionics equipment manufacturers and flight test stations prior to delivery to their customers for use outside U.S. controlled airspace) must achieve 0.0005% frequency stability when operating in that mode.
7. Amend [Section] 87.137 by revising footnote 17 in paragraph (a) to read as follows: [Section] 87.137 Types of emission.
(a) * * * 17 In the band 117.975-137 MHz, the Commission will not authorize any 8.33 kHz channel spaced transmissions or the use of their associated emission designator within the U.S. National Airspace System, except, on an optional basis, by Aeronautical Enroute Stations and Flight Test Stations, or by avionics equipment manufacturers which are required to perform installation and checkout of such radio systems prior to delivery to their customers. For transmitters certificated to tune to 8.33 kHz channel spacing as well as 25 kHz channel spacing, the authorized bandwidth is 8.33 kHz when tuned to an 8.33 kHz channel.
* * * * * [Section] 87.171 [Amended] 8. Amend [Section] 87.171 by removing the entry "FAP-Civil Air Patrol." 9. Amend [Section] 87.173 by removing the entry for "72.020-75.980 MHz," adding entries for "72.02-72.98 MHz" and "75.42-75.98 MHz," revising the entries for "118.00-121.400," "121.500 MHz," "121.975 MHz," "122.025 MHz," "122.075 MHz," "123.6-128.8 MHz," "128.825-132.000 MHz," "132.025-135.975 MHz," "136.500-136.875 MHz," and "406.0-406.1 MHz" in the table in paragraph (b) to read as follows: [Section] 87.173 Frequencies.
* * * * * (b) Frequency table: Frequency or Subpart Class of station Remarks frequency band 72.02-72.98 MHz P FA, AXO Operational fixed.
75.42-75.98 MHz P FA, AXO Operational fixed.
* * * * * * * 118.000-121.400 O, S MA, FAC, FAW, GCO 25 kHz channel MHz RCO, RPC spacing * * * * * * * 121.500 MHz G, H, I, J, K, M, MA, FAU, FAE, FAT, Emergency and O FAS, FAC, FAM distress.
* * * * * * * 121.975 MHz F, S MA2, FAW, FAC, MOU Air traffic control operations.
* * * * * * * 122.025 MHz F, S MA2, FAW, FAC, MOU Air traffic control operations.
* * * * * * * 122.075 MHz F, S MA2, FAW, FAC, MOU Air traffic control operations.
MHz * * * * * * * 406.0-406.1 MHz F, G, H, I, J, K, MA, FAU, FAE, FAT, Emergency and M, O FAS, FAC, FAM distress.
* * * * * * * * * * * * 10. Amend [Section] 87.187 by revising paragraphs (cc) and (dd), and by adding new paragraphs (gg) and (hh) to read as follows: [Section] 87.187 Frequencies.
* * * * * (cc) The frequency 120.650 MHz 1 is authorized for air-to-air use for aircraft up to and including 3 km (10,000 ft) mean sea level within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 35-59-44.9 N. Lat; 114-51-48.0 W. Long.
36-09-29.9 N. Lat; 114-50-3.0 W. Long.
36-09-29.9 N. Lat; 114-02-57.9 W. Long.
35-54-45.0 N. Lat; 113-48-47.8 W. Long.
(dd) The frequencies 136.425, 136.450, and 136.475 MHz are designated for flight information services--broadcast (FIS-B) and may not be used by aircraft for transmission.
* * * * * (gg) (1) The frequency 120.650 MHz is authorized for air-to-air communications for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Maui.
(2) The frequency 121.950 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Molokai.
[Page Number 17352] (3) The frequency 122.850 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Oahu.
(4) The frequency 122.850 MHz is authorized for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Hawaii when aircraft are south and east of the 215 degree radial of very high frequency omni-directional radio range of Hilo International Airport.
(5) The frequency 127.050 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the shoreline of the Hawaiian Island of Hawaii when aircraft are north and west of the 215 degree radial of very high frequency omni-directional radio range of Hilo International Airport.
(6) The frequency 127.050 MHz is authorized for air-to-air use for aircraft over and within five nautical miles of the Hawaiian Island of Kauai.
(hh) (1) The frequency 121.95 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 33-46-00 N. Lat.; 118-27-00 W. Long.
33-47-00 N. Lat.; 118-12-00 W. Long.
33-40-00 N. Lat.; 118-00-00 W. Long.
33-35-00 N. Lat.; 118-08-00 W. Long.
34-00-00 N. Lat.; 118-26-00 W. Long.
(2) The frequency 122.775 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 34-22-00 N. Lat.; 118-30-00 W. Long.
34-35-00 N. Lat.; 118-15-00 W. Long.
34-27-00 N. Lat.; 118-15-00 W. Long.
34-16-00 N. Lat.; 118-35-00 W. Long.
34-06-00 N. Lat.; 118-35-00 W. Long.
34-05-00 N. Lat.; 118-50-00 W. Long.
(3) The frequency 123.30 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 34-08-00 N. Lat.; 118-00-00 W. Long.
34-10-00 N. Lat.; 117-08-00 W. Long.
34-00-00 N. Lat.; 117-08-00 W. Long.
33-53-00 N. Lat.; 117-42-00 W. Long.
33-58-00 N. Lat.; 118-00-00 W. Long.
(4) The frequency 123.50 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 33-53-00 N. Lat.; 117-37-00 W. Long.
34-00-00 N. Lat.; 117-15-00 W. Long.
34-00-00 N. Lat.; 117-07-00 W. Long.
33-28-00 N. Lat.; 116-55-00 W. Long.
33-27-00 N. Lat.; 117-12-00 W. Long.
(5) The frequency 123.50 MHz is authorized for air-to-air communications for aircraft within the area bounded by the following coordinates (all coordinates are referenced to North American Datum 1983 (NAD83)): 33-50-00 N. Lat.; 117-48-00 W. Long.
33-51-00 N. Lat.; 117-41-00 W. Long.
33-38-00 N. Lat.; 117-30-00 W. Long.
33-30-00 N. Lat.; 117-30-00 W. Long.
33-30-00 N. Lat.; 117-49-00 W. Long.
11. Amend [Section] 87.195 by revising the section heading, and by adding introductory text to read as follows: [Section] 87.195 Prohibition of 121.5 MHz ELTs.
The manufacture, importation, sale or use of 121.5 MHz ELTs is prohibited.
* * * * * 12. Amend [Section] 87.199 by revising paragraph (a) to read as follows: [Section] 87.199 Special requirements for 406.0-406.1 MHz ELTs.
(a) 406.0-406.1 ELTs use G1D emission. Except for the spurious emission limits specified in [Section] 87.139(h), 406.0-406.1 MHz ELTs must meet all the technical and performance standards contained in the Radio Technical Commission for Aeronautics document titled "Minimum Operational Performance Standards 406 MHz Emergency Locator Transmitters (ELT)" Document No. RTCA/DO- 204 dated September 29, 1989. The Director of the Federal Register approves this incorporation by reference in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies of this standard can be inspected at the Federal Communications Commission, 445 12th Street, SW., Washington, DC (Reference Information Center) or at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locat ions.html. Copies of the RTCA standards also may be obtained from the Radio Technical Commission of Aeronautics, One McPherson Square, 1425 K Street, NW., Washington, DC 20005.
* * * * * 13. Amend [Section] 87.215 by revising paragraphs (b) and (f) to read as follows: [Section] 87.215 Supplemental eligibility.
* * * * * (b) Only one unicom will be authorized to operate at an airport which does not have a control tower, RCO or FAA flight service station that operates on the published common traffic advisory frequency. At any other airport, the one unicom limitation does not apply, and the airport operator and all aviation services organizations may be licensed to operate a unicom on the assigned frequency.
* * * * * (f) At an airport where only one unicom may be licensed, when the Commission believes that the unicom has been abandoned or has ceased operation, another unicom may be licensed on an interim basis pending final determination of the status of the original unicom. An applicant for an interim license must notify the present licensee and must comply with the notice requirements of paragraph (g) of this section.
* * * * * 14. Amend [Section] 87.263 by revising paragraphs (a)(1) and (c) to read as follows: [Section] 87.263 Frequencies.
(a) * * * (1) Frequencies in the 128.8125-132.125 MHz and 136.4875-137.00 MHz bands are available to serve domestic routes, except that the frequency 136.750 MHz is available only to aeronautical enroute stations located at least 288 kilometers (180 miles) from the Gulf of Mexico shoreline (outside the Gulf of Mexico region). The frequencies 136.900 MHz, 136.925 MHz, 136.950 MHz and 136.975 MHz are available to serve domestic and international routes. Frequency assignments may be based on either 8.33 kHz or 25 kHz spacing. Use of these frequencies must be compatible with existing operations and must be in accordance with pertinent international treaties and agreements.
* * * * * (c) International VHF service. Frequencies in the 128.825-132.000 and 136.000-137.000 MHz bands are available to enroute stations serving international flight operations. Frequency assignments are based on either 8.33 kHz or 25 kHz channel spacing. Proposed operations must be compatible with existing operations in the band.
* * * * * 15. In 87.303, revise paragraph (b) and add a new paragraph (f) to read as follows: [Page Number 17353] [Section] 87.303 Frequencies.
* * * * * (b) These additional frequencies are available for assignment only to flight test stations of aircraft manufacturers: MHz MHz MHz MHz 123.125 *2 123.275 *3 123.425 *3 123.550 *3 123.150 *2 123.325 *3 123.475 *3 123.575 *2 123.250 *3 123.350 *3 123.525 *3 *1 When R3E, H3E or J3E emission is used, the assigned frequency will be 3282.4 kHz (3281.0 kHz carrier frequency).
*2 This frequency is available only to itinerant stations that have a requirement to be periodically transferred to various locations.
*3 Mobile station operations on these frequencies are limited to an area within 320 km (200 mi) of an associated flight test land station.
* * * * * (f) Frequency assignments for Flight Test VHF Stations may be based on either 8.33 kHz or 25 kHz spacing. Assignable frequencies include the interstitial frequencies 8.33 kHz from the VHF frequencies listed in paragraphs (a) and (b) of this section. Each 8.33 kHz interstitial frequency is subject to the same eligibility criteria and limitations as the nearest frequency listed in paragraphs (a) and (b) of this section.
