Proposed Rule2026-17957
Establishment of Special Air Traffic Rules in the Vicinity of President Donald J. Trump International Airport (DJT)
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
September 2, 2026
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
FAA proposes to implement certain Special Air Traffic Rules in the airspace in the vicinity of the President Donald J. Trump International Airport (DJT), formerly Palm Beach International Airport (PBI). U.S. Secret Service (USSS) requested FAA restrict aircraft operations in the vicinity of President Trump's Florida non- Governmental property. To provide adequate safeguards for USSS to secure the non-Governmental property and safeguard USSS protectees in the interest of national security, FAA is proposing to implement Special Air Traffic Rules restricting aircraft from operating in the President Donald J. Trump International Airport Special Flight Rules Area unless certain conditions are met.
Full Text
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<title>Federal Register, Volume 91 Issue 169 (Wednesday, September 2, 2026)</title>
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[Federal Register Volume 91, Number 169 (Wednesday, September 2, 2026)]
[Proposed Rules]
[Pages 56380-56387]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-17957]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 93
[Docket No. FAA-2026-10827; Notice No. 26-14]
RIN 2120-AM36
Establishment of Special Air Traffic Rules in the Vicinity of
President Donald J. Trump International Airport (DJT)
AGENCY: Federal Aviation Administration (FAA), U.S. Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: FAA proposes to implement certain Special Air Traffic Rules in
the airspace in the vicinity of the President Donald J. Trump
International Airport (DJT), formerly Palm Beach International Airport
(PBI). U.S. Secret Service (USSS) requested FAA restrict aircraft
operations in the vicinity of President Trump's Florida non-
Governmental property. To provide adequate safeguards for USSS to
secure the non-Governmental property and safeguard USSS protectees in
the interest of national security, FAA is proposing to implement
Special Air Traffic Rules restricting aircraft from operating in the
President Donald J. Trump International Airport Special Flight Rules
Area unless certain conditions are met.
DATES: Send comments on or before October 2, 2026.
ADDRESSES: Send comments identified by docket number FAA-2026-10827
using any of the following methods:
<bullet> Federal eRulemaking Portal: Go to <a href="http://www.regulations.gov">www.regulations.gov</a> and
follow the online instructions for sending your comments
electronically.
<bullet> Mail: Send comments to Docket Operations; U.S. Department
of Transportation (DOT), 1200 New Jersey Avenue SE, Room W58-213, West
Building 5th Floor, Washington, DC 20590-0001.
<bullet> Hand Delivery or Courier: Take comments to Docket
Operations in Room W58-213 of the West Building 5th Floor at 1200 New
Jersey Avenue SE, Washington, DC 20590 between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
<bullet> Fax: Fax comments to Docket Operations at (202) 493-2251.
Docket: Background documents or comments received may be read at
<a href="http://www.regulations.gov">www.regulations.gov</a> at any time. Follow the online instructions for
accessing the docket or go to the Docket Operations in Room W58-213 of
the West Building 5th Floor at 1200 New Jersey Avenue SE, Washington,
DC 20590 between 9 a.m. and 5 p.m., Monday through Friday, except
Federal holidays.
FOR FURTHER INFORMATION CONTACT: Michael Quigley, Rules and Regulations
Group, Policy Directorate, Air Traffic Control Organization, Federal
Aviation Administration, 800 Independence Avenue SW, Washington, DC
20591; telephone (202) 267-8783.
SUPPLEMENTARY INFORMATION:
I. Executive Summary
FAA proposes to revise its regulations to add subpart I to 14 CFR
part 93 to implement Special Air Traffic Rules (SATR) \1\ in the
vicinity of President Donald J. Trump International Airport (DJT
Special Flight Rules Area (SFRA) or DJT SFRA).\2\ These SATR are
necessary according to U.S. Secret Service (USSS) to protect the
President, to secure the non-Governmental property in accordance with
the Presidential Protection Assistance Act of 1976, and for USSS to
exercise its authority under 18 U.S.C. 3056 and 3056A.\3\
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\1\ SATR are non-standard rules applicable to aircraft operating
within the boundaries of certain designated airspace. Aeronautical
Information Manual Section 5 paragraph 3-5-7, Special Air Traffic
Rules (SATR) and Special Flight Rules Area (SFRA); and Aeronautical
Information Publication, ENR 5.1 paragraph 2.4, Special Air Traffic
Rules (SATR) and Special Flight Rules (Area).
\2\ A Special Flight Rules Area is airspace of defined
dimensions, above land areas or territorial waters, within which the
flight of aircraft is subject to the rules set forth in 14 CFR part
93, unless otherwise authorized by air traffic control. Not all
areas listed in 14 CFR part 93 are designated SFRA, but Special Air
Traffic Rules apply to all areas described in 14 CFR part 93.
Aeronautical Information Publication, 2.4, Special Air Traffic Rules
(SATR) and Special Flight Rules (Area).
\3\ Public Law 94-524 (Oct. 17, 1976) enabling the President to
designate one non-governmental property to be fully secured by USSS
on a permanent basis.
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Specifically, the SATR would restrict aircraft operations in the
area defined in the proposed Sec. 93.109, Description of area, unless
certain conditions are met. The proposed DJT SFRA would have a one
nautical mile (NM) radius from latitude 26[deg]40'37'' N, longitude
080[deg]02'16'' W, surface up to and including 2,000 feet mean sea
level (MSL). Proposed Sec. 93.111, General Operating Procedures, would
set forth the operating rules under which a person may operate an
aircraft in the DJT SFRA. Specifically, any person operating an
aircraft in the DJT SFRA would be required to meet the requirements in
Sec. 93.111(a)(1) or (a)(2), respectively:
<bullet> When there is an active temporary flight restriction (TFR)
issued pursuant to Sec. 91.141 for the DJT SFRA, the operation must
comply with the requirements and restrictions contained in the
associated Notice to Airmen (NOTAM).
<bullet> When there is not an active TFR in place:
[cir] For aircraft departing or arriving at President Donald J.
Trump International Airport (DJT), the aircraft may transit the DJT
SFRA if it is on an active instrument flight rules (IFR) or visual
flight rules (VFR) flight plan with an approved instrument approach
procedure (IAP), or an air traffic control (ATC) assigned departure
procedure (DP), or radar vector for departure. It must remain in two-
way radio communication with ATC; receive an ATC authorization to enter
the airspace; and transmit a discrete transponder code assigned by ATC.
[cir] For military aircraft directly supporting USSS or the Office
of the President, active law enforcement flights, active firefighting
flights, active air ambulance flights, or flights otherwise authorized
by ATC for safety of flight or safety of persons and property on the
ground. The aircraft
[[Page 56381]]
may transit the DJT SFRA if it remains in two-way radio communication
with ATC; has received an ATC authorization to enter the airspace; and
transmits a discrete transponder code assigned by ATC.
II. Authority for This Rulemaking
FAA's authority to issue rules regarding aviation safety is found
49 U.S.C. 106, describes the authority of the FAA Administrator. The
scope of FAA's authority is further described in 49 U.S.C. Subtitle
VII, Aviation Programs, describes in more detail the scope of the
agency's authority. This rulemaking is promulgated under the authority
described in 49 U.S.C. 40103. Under that section, FAA is charged with
prescribing regulations to assign the use of airspace necessary to
ensure the safety of aircraft and the efficient use of airspace, as
well as protecting individuals and property on the ground. In addition,
49 U.S.C. 44701(a)(5) charges FAA with promoting safe flight of civil
aircraft by prescribing regulations and minimum standards for
cybersecurity and other practices, methods, and procedures FAA finds
necessary for safety in air commerce and national security.
III. Background and Discussion of the Proposed Rule
In September 2025, FAA began restricting access to the airspace in
the vicinity of Palm Beach, Florida, at USSS's request through TFRs
pursuant to 14 CFR 91.141, Flight restrictions in the proximity of the
Presidential and other parties, via NOTAM. A Sec. 91.141 TFR may be
requested for the protection of the President, Vice President, or other
public figures. When the President travels in the vicinity of Palm
Beach, Florida, the TFR has an inner ring with a 10 NM radius extending
from the surface up to and including 17,999 feet MSL. The outer ring
has a 30 NM radius extending from the surface up to and including
17,999 feet MSL. When in effect, only certain types of operations are
permitted within the inner ring of these TFRs (such operations are
those that are approved law enforcement, military aircraft directly
supporting USSS and the Office of the President, approved air
ambulance, and regularly scheduled commercial passenger and all cargo
carriers arriving or departing from a 14 CFR part 139 airport). A
person may operate an aircraft in the outer rings if they are arriving
or departing from DJT or, where ATC can accommodate them, transitioning
through the airspace.
On September 16, 2025, in a letter to FAA, USSS requested FAA
establish a permanent flight restriction within one NM of Mar-A-Lago
Club from the surface up to 1,000 feet AGL ``to ensure the safety and
security'' of President Trump in the interest of national security.
USSS also stated ``[t]hese restrictions are requested due to adverse
threat intelligence and the ongoing protective mission of USSS. In
addition, these would greatly increase the ability to mitigate the
persistent risks posed by unauthorized aircraft and unmanned aircraft
systems (UAS) operating in proximity to sensitive areas.'' \4\ The
President has designated Mar-A-Lago Club as a non-Governmental property
under the Presidential Protection Act of 1976. USSS is responsible for
ensuring a non-Governmental property is fully secured. Moreover, USSS
is authorized to protect the President and other protectees under 18
U.S.C. 3056 and 3056A. USSS also requested the restriction be published
in the Federal Register and charted to ensure compliance.
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\4\ September 16, 2025, Letter from Sean M. Curran, Director,
United States Secret Service, to Bryan Bedford, Administrator, FAA.
A copy of this letter has been placed in the docket for this
rulemaking.
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On October 18, 2025, as an interim measure, FAA issued a special
security instruction (SSI) flight restriction pursuant to 14 CFR 99.7
via NOTAM FDC 5/2809 \5\ restricting the operation of aircraft in the
vicinity of Palm Beach, Florida. The SSI flight restriction became
effective October 20, 2025 and ends October 20, 2026. The restriction
is centered on the Palm Beach VORTAC 097 degree radial at 2.6 NM, with
a radius of one NM, from the surface up to and including 2,000 feet
AGL. Although the September 16, 2025 letter from USSS requested 1,000
feet AGL as the ceiling, USSS and FAA agreed to a 2,000 feet AGL
altitude ceiling. A ceiling of 2,000 feet AGL would allow more time to
respond to any threats in the area. In addition, FAA determined that
setting the ceiling of the SSI flight restriction at 2,000 feet AGL as
opposed to 1,000 feet AGL would not impact any additional operations.
Any flights previously in that one NM area would have been under 1,000
feet AGL on approach to or departure from DJT.
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\5\ A copy of NOTAM FDC 5/2809 has been placed in the docket for
this rulemaking.
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Under the SSI flight restriction only those aircraft authorized by
ATC are permitted to operate in the airspace. Those aircraft must also
(1) be on an active IFR flight plan with an approved IAP or ATC
assigned radar vector for departures and (2) transmit a discrete
transponder code assigned by an ATC facility. When the President, Vice
President, or other public figures travel to Palm Beach, FAA layers the
Sec. 91.141 TFR over the SSI flight restriction.
The FC 5/2809 SSI flight restriction is an interim solution that
would be replaced by the SFRA in which FAA implements the SATR proposed
in this rule. Under 49 U.S.C. 40103(b) and in compliance with the
Administrative Procedure Act (APA), 5 U.S.C. 551, et seq., FAA can
designate airspace through a rulemaking. In addition, FAA charts
permanent flight restrictions established through rulemaking, providing
enhanced public awareness, which in turn provides a higher level of
security as compared to temporary SSI flight restrictions, which are
not charted.
To restrict access permanently, FAA could establish a prohibited
area under 14 CFR part 73 or create a special air traffic rules area
under 14 CFR part 93. With a prohibited area, under 14 CFR 73.85,
aircraft would not be permitted to enter the area unless they obtain
permission from the using agency.\6\ The using agency is typically the
military or security agency that requested the prohibited area. Though
14 CFR 73.83 retains the possibility that an aircraft can enter a
prohibited area with permission from the using agency, prohibited areas
are not designed for regular use or a large volume of traffic. With a
prohibited area, the default posture is that flight is not authorized
through the area. Any aircraft obtaining permission from the using
agency and entering a prohibited area is an exception to the rule.
Regular traffic or a large volume of traffic cannot be accommodated
solely through exceptions.
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\6\ Under Sec. 73.85 the using agency is the agency,
organization, or military command that established the requirements
for the prohibited area.
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FAA has prohibited the operation of aircraft in the vicinity of
seven presidential and vice presidential residences in the interest of
national security by establishing a prohibited area pursuant to 14 CFR
part 73. Prohibited areas are designated when necessary to prohibit all
flight within an area, except in very limited circumstances, in the
interest of national security. No person may conduct operations within
a prohibited area without the permission of the using agency. FAA has
established prohibited areas in the vicinity of the following former
presidential and vice presidential residences:
<bullet> On February 18, 1969, FAA established P-29 in the vicinity
of Key Biscayne, Florida.\7\ USSS had requested
[[Page 56382]]
FAA establish the prohibited area for the security of President Nixon,
who had a residence in Key Biscayne. One concern was that public
interest in the President may attract numerous aircraft over the
residence for sightseeing and photographic purposes. The prohibited
area provided for the protection of the President and property on the
ground. FAA prohibited operations within a one NM radius from the
surface up to 18,000 feet MSL. FAA was the using agency. FAA revoked
the prohibited area on September 3, 1974, shortly after President Nixon
left office because the conditions that had prompted the prohibited
area no longer existed.\8\
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\7\ 34 FR 2306 (Feb. 18, 1969).
\8\ 39 FR 32325 (Sep. 6, 1974).
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<bullet> On June 23, 1969, FAA established P-25 in the vicinity of
San Mateo, California to provide adequate safeguards for the protection
of President Nixon and persons or property on the ground.\9\ The
prohibited area was established for the security of the President and
because the public interest in the President might attract numerous
aircraft over the Presidential residence for sightseeing and
photographic purposes. FAA prohibited operations within a one NM radius
from the surface to 4,000 feet MSL. FAA was the using agency. FAA
revoked the prohibited area on September 3, 1974, shortly after
President Nixon left office because the conditions that had prompted
the prohibited area no longer existed.\10\
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\9\ 34 FR 9854 (Jun. 26, 1969).
\10\ 39 FR 32325 (Sep. 6, 1974).
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<bullet> On February 18, 1977, FAA established P-77 in the vicinity
of Plains, Georgia.\11\ The prohibited area was established due to the
interest that President Carter's residence may have attracted for
sightseeing and photographic purposes. To provide adequate safeguards
for the President and persons or property on the ground, FAA prohibited
operations within one NM radius from the surface up to 1,500 feet MSL.
FAA was the using agency. FAA revoked the prohibited area effective May
5, 1988, after President Carter left office because USSS had notified
FAA that national welfare and security no longer required the
prohibited area.\12\
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\11\ 42 FR 11826 (Mar. 1, 1977); 42 FR 12168 (Mar. 3, 1977).
\12\ 53 FR 3010 (Feb. 3, 1988).
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<bullet> On January 20, 1981, FAA established P-65 in the vicinity
of Pacific Palisades, California, and P-66 in the vicinity of Rancho
del Cielo, California based on USSS's request.\13\ FAA prohibited
operations within a one NM radius from the surface to 1,000 feet AGL in
both areas. The purpose of the prohibited areas was to enhance the
level of security for President Reagan by prohibiting unauthorized
flights of aircraft over and in the immediate vicinity of presidential
residences. The vertical and lateral limits of the areas were designed
to impose the minimum burden upon the public while still providing
acceptable security restraints. FAA was the using agency. On July 27,
1981, FAA revoked P-65 because USSS determined a prohibited area was no
longer required.\14\ Effective October 23, 1986, P-66 was expanded
laterally and vertically due to USSS's determination that this
expansion was necessary to enhance the level of security provided to
the President.\15\ The area was subdivided into P-66A and P-66B as
follows: P-66A from the surface to 4,000 feet MSL and P-66B from 4,000
feet MSL up to but not including 5,000 feet MSL. P-66B was activated by
NOTAM. FAA revoked the prohibited areas on June 1, 1989, shortly after
President Reagan left office.\16\ FAA's revocation was based on USSS's
indication that the prohibition was no longer required for national
welfare or security purposes.\17\
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\13\ 46 FR 3499 (Jan. 15, 1981).
\14\ 46 FR 38345 (Jul. 27, 1981).
\15\ 51 FR 30208 (Aug. 25, 1986).
\16\ 54 FR 13517 (Apr. 4, 1989).
\17\ Id.
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<bullet> On November 26, 1981, FAA established P-67 in the vicinity
of Kennebunkport, Maine. FAA prohibited operations within one NM radius
from the surface to 1,000 feet MSL.\18\ The establishment of P-67 was
based on USSS's request to prohibit the unauthorized flight of aircraft
in the immediate vicinity of the Vice President's residence. The using
agency was FAA. P-67 is still in effect at the time of the publication
of this proposed rule.
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\18\ 46 FR 47065 (Sep. 24, 1981).
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<bullet> On May 17, 2001, FAA established P-49 in the vicinity of
Crawford, Texas, in response to a USSS request.\19\ The purpose of the
prohibited area was to enhance the level of security provided to
President Bush, who had a residence in that area. FAA prohibited
operations within a three NM radius from the surface up to 5,000 feet
MSL. USSS was the using agency. Effective February 16, 2010, FAA
reduced the boundary and altitude dimensions of the prohibited area
from a three NM radius to a two NM radius and from 5,000 feet MSL to
2,000 feet MSL.\20\ USSS determined the larger restriction was no
longer necessary.
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\19\ 66 FR 16391 (Mar. 26, 2001).
\20\ 75 FR 15992 (Mar. 31, 2010).
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In contrast to part 73 prohibited areas, part 93 establishes
special air traffic rules operators must comply with to transit a
certain area. Special air traffic rules are non-standard rules
applicable to aircraft operating within the boundaries of certain
airspace. Aircraft are not outright prohibited from transiting the area
but must comply with certain rules when operating in the area. For
example, a special air traffic rules area might include a requirement
to operate via IFR at a certain altitude,\21\ maintain two-way radio
communication with the applicable air traffic control facility,\22\ or
conform to the flow of traffic depicted on the appropriate aeronautical
charts.\23\ As discussed in more detail below, FAA considered whether
to establish a prohibited area related to this location consistent with
past practice but concluded that a prohibited area would preclude a
substantial number of flights arriving and departing from DJT.
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\21\ See e.g., 14 CFR 93.71(b).
\22\ See e.g., 14 CFR 93.83(a)(2).
\23\ See e.g., 14 CFR 93.57(b).
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If this rule is finalized as proposed, FAA, in coordination with
USSS as needed for security purposes, would have the flexibility to
allow operations meeting certain criteria as described in the proposed
rule, to transit through the area and to continue to use Runway 28R/
10L. This proposed part 93 SFRA protects the President and ensures USSS
can secure Mar-A-Lago Club while at the same time minimizing the impact
to aircraft arriving and departing President Donald J. Trump
International Airport (DJT) and essential safety and security services.
Therefore, in the interest of national security and the public
right of transit, FAA proposes to add subpart I to part 93 to establish
SATR in the vicinity of Palm Beach, Florida.
A. Special Flight Rules Area Applicability and Description of Area
FAA proposes adding a new subpart I, Special Flight Rules in the
Vicinity of President Donald J. Trump International Airport, to 14 CFR
part 93 (consisting of Sec. Sec. 93.107, 93.109, and 93.111) that
would codify the current configuration of the SSI flight restriction in
effect in the vicinity of Palm Beach, Florida. This rule would apply to
all persons seeking to operate in the area defined in Sec. 93.109. The
breadth of applicability is necessary in the interest of national
security and to ensure USSS' ability to secure the non-Governmental
property.
[[Page 56383]]
Proposed Sec. 93.109 would establish a flight restriction from the
surface to 2,000 feet MSL within a one NM radius of Mar-A-Lago Club,
latitude 26[deg]40'37'' N, longitude 80[deg]02'16'' W. The proposed
vertical and lateral dimensions of the flight restrictions align with
the current Sec. 99.7 SSI flight restriction in effect, with a slight
difference in that the proposed rule uses 2,000 feet MSL instead of
2,000 feet AGL. Usage of 2,000 feet MSL as opposed to 2,000 feet AGL
results in the ceiling of the one NM area being about 20 feet lower at
approximately 1,980 feet AGL.\24\ FAA selected MSL for the proposed
rule to be consistent with other part 93 rules and prohibited areas.
FAA considers restricting airspace to be a remedy to be applied only
when necessary. As such, the specified dimensions of the proposed SFRA
would only cover the area necessary to mitigate the risk posed by
aircraft flying over Mar-A-Lago Club.
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\24\ FAA data indicates DJT has an elevation of 19.6 feet. This
information is available on FAA's Aeronautical Information Services
page at <a href="https://nfdc.faa.gov/nfdcApps/services/ajv5/airportDisplay.jsp?airportId=PBI">https://nfdc.faa.gov/nfdcApps/services/ajv5/airportDisplay.jsp?airportId=PBI</a>.
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FAA selected vertical and lateral limits that impose the minimum
burden on the public while still providing security mitigations
acceptable to USSS. The proposed limits would allow the continued use
of all runways at DJT.
B. SFRA General Operating Procedures
A prohibited area would mean that aircraft could not cross into the
one NM area without permission from the using agency each time.
Permission to enter a prohibited area would likely only happen in very
limited circumstances, such as emergency response. Based on the impact
a flight prohibition would have on aircraft departing or arriving at
DJT, FAA is proposing a SFRA in which it implements operating rules in
lieu of a prohibited area and is proposing to permit the continuation
of certain operations that comply with the requirements of proposed 14
CFR 93.111(a)(1) and (a)(2). Moreover, due to the SFRA's proximity to
the town of Palm Beach and nearby bodies of water, and the continued
access to the Mar-A-Lago Club by members, guests, and staff, FAA
recognizes the need to permit emergency services operations within the
SFRA (such emergency services operations are active law enforcement,
active firefighting, active air ambulance, and flights otherwise
authorized by ATC for safety of flight and the safety of persons and
property on the ground). Moreover, due to USSS's mandate to secure the
Mar-A-Lago Club and ensure the safety of its protectees, military
aircraft directly supporting USSS or the Office of the President need
to be able to access the DJT SFRA. To preserve access to Runway 28R/
10L, FAA proposes allowing operations through the DJT SFRA if they
comply with the requirements in 14 CFR 93.111(a)(1) and (a)(2).
Mar-A-Lago Club is located in close proximity to DJT. DJT has three
runways: 28R/10L, 28L/10R and 14/32. Runway 28R/10L is an east/west
configuration and is the primary runway for commercial aircraft
operations. To land or depart safely on Runway 28R/10L, aircraft need
to enter the area covered by the one NM radius SFRA. Under the current
SSI flight restriction, instrument approach and departure procedures
place aircraft at about the 0.85 NM mark. This proposed rule would
allow for the same or similar instrument approach procedures as are in
effect now at DJT. If FAA established a prohibited area, aircraft would
not be able to arrive at or depart DJT from Runway 28R/10L without
entering the one NM area because the turns and climb gradient required
to avoid the area would exceed the performance characteristics of some
aircraft. In addition, aircraft would need to be airborne at an earlier
point on the runway to begin the climb in time to avoid the prohibited
area, leaving less usable runway length for departures. Aircraft would
essentially be unable to use Runway 28R/10L if FAA established a
prohibited area rather than a part 93 SFRA. Though Runway 14/32 is
available, it is approximately 3,000 feet shorter than the primary
runway and would limit commercial traffic if Runway 28R/10L were
unavailable. Runway 28L/10R is a 3,200 foot runway available to
Aircraft Design Group (ADG) I aircraft only. Establishing a flight
prohibition over Mar-A-Lago Club would severely restrict access to DJT.
Due to the location of the proposed SFRA, FAA recognizes the need
to allow continued access to aircraft providing emergency and
lifesaving services. The continued access to this airspace in these
situations would be permitted because the most direct course possible
is critical for these operations, and necessary to respond to an
emergency within the SFRA. These critical or time-sensitive safety or
security operations should be exceedingly rare. Active law enforcement
flights would include those operations involving aviation responses to
ongoing crime or criminal activity. Active firefighting flights would
include those that involve aviation responses to aid the suppression,
control, or extinguishment of a fire. Active air ambulance flights
would include those where a medically equipped aircraft is engaged in
transporting a patient or responding to an emergency call. Flights
otherwise authorized by ATC for safety of flight would include
operations for which force majeure requires the aircraft to transit the
DJT SFRA for the safety of the aircraft. This may include situations in
which weather forces aircraft to enter the airspace to arrive or depart
from DJT that are not on an active VFR or IFR flight plan. Finally,
this rule would permit operations otherwise authorized by ATC necessary
for the safety of persons and property on the ground. These permitted
operations are intended to include aircraft directly involved in saving
lives and providing disaster/hazard relief. For purposes of this rule,
these other permitted operations are narrow in scope, intended to
enhance safety, and provide for critical services that must occur in
the SFRA or require transit through the SFRA.
For all the permitted operations discussed above, the proposed rule
would also require those aircraft to (1) remain in two-way radio
communication with ATC, (2) have received an ATC authorization to enter
the DJT SFRA, and (3) continuously transmit (``squawk'') a discrete
transponder code assigned by ATC. The purpose of these requirements is
to ensure only permitted aircraft enter the airspace and ATC, along
with USSS, retain situational awareness of when and where these
operations are occurring for national security purposes. These
requirements allow for easier identification and tracking of the
aircraft within the DJT SFRA helping ensure security in the SFRA by
enabling FAA and its security partners to better differentiate aircraft
that may pose a security threat. Aircraft authorized by air traffic
control to operate through the proposed SFRA would be mandated to
comply with strict requirements. This would ensure risk mitigation is
not diminished while at the same time allowing safe, orderly air
traffic operations.
When the President, Vice President, or other public figures travel
in the vicinity of Palm Beach, Florida, FAA will continue issuing a
Sec. 91.141 TFR that would cover the DJT SFRA. The DJT SFRA would lie
within the inner 10 NM rings of the Sec. 91.141 TFR. The requirements
and restrictions on operations under the Sec. 91.141 TFR are more
restrictive than the proposed SATR because of the need to protect the
non-Governmental property as well as the President and other public
figures. To achieve the necessary security goals and to avoid confusion
for operators, when a Sec. 91.141 TFR is issued for the
[[Page 56384]]
DJT SFRA the requirements and restrictions for the Sec. 91.141 TFR
contained in the associated NOTAM would be controlling.
IV. Regulatory Notices and Analyses
A. Regulatory Impact Analysis
Executive Order (E.O.) 12866 (``Regulatory Planning and Review'')
and E.O. 13563 (``Improving Regulation and Regulatory Review'') require
agencies to regulate in the ``most cost-effective manner,'' to make a
``reasoned determination that the benefits of the intended regulation
justify its costs,'' and to develop regulations that ``impose the least
burden on society.'' The Office of Management and Budget (OMB) has
determined this proposed rule is not a significant regulatory action as
defined in section (3)(f) of E.O. 12866.
1. Baseline for the Analysis
In accordance with OMB Circular A-4, the baseline represents the
best assessment of conditions in the absence of the proposed regulatory
action. For this primary analysis, the baseline is the continuation of
the existing SSI flight restriction that is currently in effect in the
vicinity of Palm Beach, Florida until October 20, 2026. The restriction
ensures security for the President and the non-Governmental property at
Mar-A-Lago Club. The affected area is centered on the Palm Beach VORTAC
097 degree radial at 2.6 NM, with a radius of one NM, from the surface
up to and including 2,000 feet AGL. Aircraft departing or arriving DJT
airport can only enter the affected airspace if they adhere to specific
security criteria: the aircraft must be arriving or departing DJT on an
IFR Flight Plan or on a VFR flight plan, use an approved approach or
ATC-assigned departure route, have a unique ATC-assigned beacon code at
all times, stay in two-way radio contact with ATC, and get ATC
clearance to enter the DJT SFRA.
2. Need for Regulation
To address presidential safety and security concerns on a permanent
basis, USSS has requested that FAA establish a permanent flight
restriction within one NM of Mar-A-Lago Club from the surface up to
1,000 feet. Historically, when USSS has identified a security need for
airspace restrictions near presidential or vice-presidential
residences, FAA has established a permanent restriction in the form of
a prohibited area under part 73 to maintain national security. However,
designating this specific airspace a permanent part 73 prohibited area
would severely limit routine operations at the DJT airport and restrict
access by emergency and security operators unless approved by the using
agency.
DJT has three runways: 28R/10L, 28L/10R, and 14/32. Runway 28R/10L
is the primary commercial runway and averaged approximately 86 air
carrier operations per day in 2025.\25\ Safe arrival and departure from
this runway require aircraft to enter the airspace covered by the SSI
flight restriction. Because the turn and climb gradient needed to avoid
the one NM area exceeds the performance capabilities of many commercial
aircraft, a part 73 prohibited area would make the primary runway
unusable if aircraft were not authorized to traverse the one NM zone.
Although Runway 14/32 is an alternative, it is approximately 3,000 feet
shorter in length and cannot support heavy commercial traffic.
Moreover, establishing a part 73 prohibited area would limit commercial
traffic to operating from one runway, creating the need for a permanent
regulatory alternative that maintains national security while
preserving airport capacity.
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\25\ Federal Aviation Administration. (2026). ASPM FAA
Operations & Performance Data. Retrieved from <a href="http://aspm.faa.gov">aspm.faa.gov</a>.
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3. Benefits
The proposed rule would establish a part 93 SFRA in which SATRs
would be implemented, replacing the temporary SSI flight restriction
with a permanent regulatory framework. The SATR would permit most
operations currently authorized by ATC under the current SSI flight
restriction with the exception of adding VFR flight plan arrivals and
removing the ``unless otherwise authorized'' language contained in the
SSI flight restriction, except when superseded by FAA's issuance of a
flight restriction under Sec. 91.141. Instead, in Sec. 93.111(a)(2),
FAA would identify specific types of operations that are permissible so
long as they adhere to the requirements in Sec. 93.111(b) and (c). By
enabling routine air carrier and emergency operations to transit the
SFRA under ATC control if they adhere to the specific security
criteria, the proposed rule would preserve operational capacity at DJT
while meeting the permanent security needs requested by USSS.
4. Costs
The specific security criteria for aircraft departing from or
arriving at DJT include an active VFR or IFR flight plan, two-way radio
communication, ATC authorization, and transmitting a discrete
transponder code assigned by ATC. Since these criteria are already part
of normal operating procedures at DJT under the current SSI flight
restriction, the proposed rule results in no additional costs to
operators.
5. Summary
The proposed SATR would establish a permanent restriction that
maintains the existing security requirements under the current SSI
flight restriction, while ensuring little to no impact on the daily
flow of traffic at DJT airport. In addition, the proposed rule would
allow certain emergency security and safety operations as specified in
proposed Sec. 93.111(b) to transit the SFRA with ATC authorization,
resulting in no increased costs to those operators. FAA would also make
clear in Sec. 93.111(a) only those operations in compliance with the
requirements and restrictions of a flight restriction issued under
Sec. 91.141 would be permitted in the SFRA when the TFR is active.
Overall, the proposed rule would achieve the national security
objectives with no incremental cost relative to current operating
conditions for operators.
6. Alternative Baseline
FAA also evaluated the costs and benefits of the proposed rule
against an alternative baseline in which the temporary SSI flight
restriction expires without being replaced or renewed. Under this
unrestricted airspace baseline, the proposed rule would impose costly
operational requirements on operators at DJT airport--specifically
maintaining two-way radio communication, transmitting discrete
transponder codes, and obtaining ATC authorization.
However, extending the temporary SSI flight restriction represents
the most likely future scenario in the absence of the proposed action.
The incremental impact is then expected to be minimal because most
operators using DJT airport are already required to communicate with
and receive authorization from ATC based on the airspace classification
near the airport. Furthermore, operators have also adapted to these
requirements through the current temporary restriction. Moreover, the
proposed rule would achieve national security objectives with minimal
incremental costs to operators.
B. Regulatory Flexibility Act
The Regulatory Flexibility Act (RFA) of 1980 (Pub. L. 96-354), (5
U.S.C. 601-612), as amended by the Small Business Regulatory
Enforcement Fairness Act of 1996 (Pub. L. 104-121,) and the Small
[[Page 56385]]
Business Jobs Act of 2010 (Pub. L. 111-240), requires Federal agencies
to consider the effects of the regulatory action on small business and
other small entities and to minimize any significant economic impact.
The term ``small entities'' comprises small businesses and not-for-
profit organizations that are independently owned and operated and are
not dominant in their fields, and governmental jurisdictions with
populations of less than 50,000.
Commercial and general aviation operators departing and arriving at
DJT airport would be affected by this proposed rule. Based on the Small
Business Administration (SBA) size standard (Table 1), FAA has
identified several small operators at DJT airport.
Table 1--Small Business Size Standards: Air Transportation
------------------------------------------------------------------------
NAICS code Description Size standard
------------------------------------------------------------------------
481211.......................... Nonscheduled 1,500 employees.
Chartered
Passenger Air
Transport.
481112.......................... Scheduled Freight 1,500 employees.
Air
Transportation.
481219.......................... Other Nonscheduled 1,500 employees.
Air
Transportation.
------------------------------------------------------------------------
Source: SBA (2023).
NAICS = North American Industrial Classification System.
However, FAA anticipates no incremental costs to these operators,
as the proposed security requirements align with existing standard
operating procedures currently in effect at DJT. Therefore, as provided
in section 605(b), the head of FAA certifies that this rulemaking will
not result in a significant economic impact on a substantial number of
small entities. FAA welcomes comments on the basis for this
certification.
C. International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal
agencies from establishing standards or engaging in related activities
that create unnecessary obstacles to the foreign commerce of the United
States. Pursuant to these Acts, the establishment of standards is not
considered an unnecessary obstacle to the foreign commerce of the
United States, so long as the standard has a legitimate domestic
objective, such as the protection of safety, and does not operate in a
manner that excludes imports that meet this objective. The statute also
requires consideration of international standards and, where
appropriate, that they be the basis for U.S. standards.
FAA has assessed the potential effect of this proposed rule and
determined it ensures the safety of the American public and does not
exclude imports that meet this objective. As a result, FAA does not
consider this proposed rule as creating an unnecessary obstacle to
foreign commerce.
D. Unfunded Mandates Assessment
The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538)
governs the issuance of Federal regulations that require unfunded
mandates. An unfunded mandate is a regulation that requires a State,
local, or Tribal Government or the private sector to incur direct costs
without the Federal Government having first provided the funds to pay
those costs. FAA determined the proposed rule would not result in the
expenditure of $193,000,000 or more ($100,000,000 adjusted for
inflation using the most current Implicit Price Deflator for the Gross
Domestic Product) by State, local, or Tribal governments, in the
aggregate, or the private sector, in any one year.
E. Paperwork Reduction Act
The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires
FAA to consider the impact of paperwork and other information
collection burdens imposed on the public. FAA has determined there
would be no new requirement for information collection associated with
this proposed rule.
F. International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to conform to
International Civil Aviation Organization (ICAO) Standards and
Recommended Practices to the maximum extent practicable. FAA has
determined there are no ICAO Standards and Recommended Practices that
correspond to these proposed regulations.
G. Environmental Analysis
FAA has preliminarily analyzed the environmental impacts of this
proposed rule pursuant to the National Environmental Policy Act of 1969
(NEPA) (42 U.S.C. 4321, et seq.). FAA has determined the action
described in this NPRM is categorically excluded pursuant to Paragraph
B-2.6(f) of Appendix B to FAA Order 1050.1G, FAA National Environmental
Policy Act Implementing Procedures.\26\ Categorical exclusions are
categories of actions that the agency has determined normally do not
significantly affect the quality of the human environment and therefore
do not require either an environmental assessment (EA) or environmental
impact statement (EIS). In analyzing the applicability of a categorical
exclusion, the agency must also consider whether extraordinary
circumstances are present that warrant \27\ the preparation of an EA or
EIS. The action described in this NPRM, which proposes to establish the
President Donald J. Trump International Airport (DJT) Special Flight
Rules Area, is categorically excluded pursuant to Paragraph B-2.6(f) of
FAA Order 1050.1G: ``Regulations, standards, and exemptions (excluding
those that if implemented may cause a significant impact on the human
environment).'' FAA does not anticipate any significant environmental
impacts, and has not identified any extraordinary circumstances present
in connection with the action described in this NPRM.
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\26\ See DOT Order 5610.1D Sec. 9.
\27\ Id. Sec. 9(b).
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V. Executive Order Determinations
A. E.O. 13132, Federalism
FAA has analyzed this proposed rule under the principles and
criteria of E.O. 13132, Federalism.\28\ FAA has determined this action
would not have a substantial direct effect on the States, or the
relationship between the Federal Government and the States, or on the
distribution of power and responsibilities among the various levels of
government, and, therefore, would not have federalism implications.
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\28\ 64 FR 43255 (Aug. 10, 1999).
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B. E.O. 13175, Consultation and Coordination With Indian Tribal
Governments
Consistent with E.O. 13175, Consultation and Coordination with
Indian Tribal Governments,\29\ and FAA Order 1210.20, American Indian
and Alaska Native Tribal Consultation Policy and Procedures,\30\ FAA
ensures Federally Recognized Tribes (Tribes) are given the opportunity
to provide meaningful and timely input regarding proposed Federal
actions that have the potential to affect uniquely or significantly
their respective Tribes. At this point, FAA has not identified any
unique or significant effects,
[[Page 56386]]
environmental or otherwise, on Tribes resulting from this proposed
rule.
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\29\ 65 FR 67249 (Nov. 6, 2000).
\30\ FAA Order No. 1210.20 (Jan. 28, 2004), available at
<a href="http://www.faa.gov/documentLibrary/media/1210.pdf">www.faa.gov/documentLibrary/media/1210.pdf</a>.
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C. E.O. 13211, Regulations That Significantly Affect Energy Supply,
Distribution, or Use
FAA analyzed this proposed rule under E.O. 13211, Actions
Concerning Regulations that Significantly Affect Energy Supply,
Distribution, or Use.\31\ FAA has determined it would not be a
``significant energy action'' under E.O. 13211 and would not be likely
to have a significant adverse effect on the supply, distribution, or
use of energy.
---------------------------------------------------------------------------
\31\ 66 FR 28355 (May 22, 2001).
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D. E.O. 13609, Promoting International Regulatory Cooperation
E.O. 13609, Promoting International Regulatory Cooperation,
promotes international regulatory cooperation to (1) meet shared
challenges involving health, safety, labor, security, environmental,
and other issues and to reduce, eliminate, or (2) prevent unnecessary
differences in regulatory requirements.\32\ FAA has analyzed this
action under the policies and agency responsibilities of E.O. 13609 and
has determined this action would have no effect on international
regulatory cooperation.
---------------------------------------------------------------------------
\32\ 77 FR 26413 (May 1, 2012).
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E. E.O. 14192, Unleashing Prosperity Through Deregulation
This proposed rule is not expected to be an E.O. 14192 regulatory
action because this proposed rule is not significant under E.O.
12866.\33\
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\33\ 90 FR 9065 (Jan. 31, 2025).
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VI. Additional Information
A. Comments Invited
FAA invites interested persons to participate in this rulemaking by
submitting written comments, data, or views. FAA also invites comments
relating to the economic, environmental, energy, or federalism impacts
that might result from adopting the proposals in this document. The
most helpful comments reference a specific portion of the proposal,
explain the reason for any recommended change, and include supporting
data. To ensure the docket does not contain duplicate comments,
commenters should submit only one time if comments are filed
electronically, or commenters should send only one copy of written
comments if comments are filed in writing.
FAA will file in the docket all comments it receives, as well as a
report summarizing each substantive public contact with FAA personnel
concerning this proposed rule. Before finalizing this proposed rule,
FAA will consider all comments it receives on or before the closing
date for comments. FAA may change this proposed rule in light of the
comments received.
Privacy: In accordance with 5 U.S.C. 553(c), FAA solicits comments
from the public to inform its rulemaking process better. FAA posts
these comments, without edit, including any personal information the
commenter provides, to <a href="http://www.regulations.gov">www.regulations.gov</a>, as described in the system
of records notice (DOT/ALL-14 FDMS), which can be reviewed at
<a href="http://www.dot.gov/privacy">www.dot.gov/privacy</a>.
B. Confidential Business Information
Confidential Business Information (CBI) is commercial or financial
information that is both customarily and actually treated as private by
its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552),
CBI is exempt from public disclosure. If your comments responsive to
this proposed rule contain commercial or financial information that is
customarily treated as private, that you actually treat as private, and
is relevant or responsive to this proposed rule, it is important you
clearly designate the submitted comments as CBI. Please mark each page
of your submission containing CBI as ``PROPIN.'' FAA will treat such
marked submissions as confidential under the FOIA, and they will not be
placed in the public docket of this proposed rule. Submissions
containing CBI should be sent to the person in the FOR FURTHER
INFORMATION CONTACT section of this document. Any commentary FAA
receives that is not specifically designated as CBI will be placed in
the public docket for this rulemaking.
C. Electronic Access and Filing
A copy of this proposed rule, all comments received, and all
background material may be viewed online at <a href="http://www.regulations.gov">www.regulations.gov</a> using
the docket number listed above. Electronic retrieval help and
guidelines are available on the website. It is available 24 hours each
day, 365 days each year. An electronic copy of this document may also
be downloaded from the Office of the Federal Register's website at
<a href="http://www.federalregister.gov">www.federalregister.gov</a> and the Government Publishing Office's website
at <a href="http://www.govinfo.gov">www.govinfo.gov</a>. A copy may also be found at FAA's Regulations and
Policies website at <a href="http://www.faa.gov/regulations_policies">www.faa.gov/regulations_policies</a>.
Copies may also be obtained by sending a request to the Federal
Aviation Administration, Office of Rulemaking, ARM-1, 800 Independence
Avenue SW, Washington, DC 20591, or by calling (202) 267-9677.
Commenters must identify the docket or amendment number of this
rulemaking.
All documents FAA considered in developing this proposed rule,
including economic analyses and technical reports, may be accessed in
the electronic docket for this rulemaking.
D. Small Business Regulatory Enforcement Fairness Act
The Small Business Regulatory Enforcement Fairness Act (SBREFA) of
1996 requires FAA to comply with small entity requests for information
or advice about compliance with statutes and regulations within its
jurisdiction. A small entity with questions regarding this document may
contact its local FAA official or the person listed under the FOR
FURTHER INFORMATION CONTACT heading at the beginning of the preamble.
To find out more about SBREFA on the internet, visit <a href="http://www.faa.gov/regulations_policies/rulemaking/sbre_act/">www.faa.gov/regulations_policies/rulemaking/sbre_act/</a>.
List of Subjects in 14 CFR Part 93
Air traffic control, Airports, Airspace, Navigation (air).
The Proposed Rule
For reasons discussed in the preamble, the Federal Aviation
Administration proposes to amend chapter I of title 14, Code of Federal
Regulations, as follows:
PART 93--SPECIAL AIR TRAFFIC RULES
0
1. The authority citation for part 93 continues to read as follows:
Authority: 49 U.S.C. 106(f), 40103, 40106, 40109, 40113, 44502,
44514, 44701, 44715, 44719, 46301.
0
2. Add subpart I to part 93 to read as follows:
Subpart I--Special Flight Rules in the Vicinity of President Donald
J. Trump International Airport
Sec.
93.107 Applicability.
93.109 Description of area.
93.111 General operating procedures.
Sec. 93.107 Applicability.
This subpart prescribes special air traffic rules for persons
seeking to conduct operations in the President Donald J. Trump
International Airport Special Flight Rules Area (DJT SFRA).
Sec. 93.109 Description of area.
The DJT SFRA is designated as that airspace extending upward from
the
[[Page 56387]]
surface to and including 2,000 feet MSL within a one NM radius of
latitude 26[deg]40'37'' N, longitude 080[deg]02'16'' W.
Sec. 93.111 General operating procedures.
(a) No person may operate an aircraft in the DJT SFRA unless the
person is conducting an operation--
(1) In accordance with the operating restrictions and requirements
of a temporary flight restriction issued pursuant to Sec. 91.141 for
the DJT SFRA; or
(2) In accordance with the special air traffic rules in paragraphs
(b) and (c) of this section when a temporary flight restriction has not
been issued pursuant to Sec. 91.141 for the DJT SFRA.
(b) Operations in the DJT SFRA are restricted to the following:
(1) Aircraft arriving to President Donald J. Trump International
Airport on an active IFR or VFR flight plan on an approved instrument
approach procedure;
(2) Aircraft departing from President Donald J. Trump International
Airport on an active IFR or VFR flight plan on an assigned departure
procedure or radar vector;
(3) Military aircraft directly supporting the United States Secret
Service or the Office of the President;
(4) Aircraft conducting an active law enforcement flight;
(5) Aircraft conducting an active firefighting flight;
(6) Aircraft conducting an active air ambulance flight;
(7) Aircraft otherwise authorized by ATC for safety of flight;
(8) Aircraft otherwise authorized by ATC for the safety of persons
and property on the ground.
(c) Aircraft operating within the DJT SFRA must:
(1) Remain in two-way radio communication with ATC;
(2) Receive an ATC authorization to enter the DJT SFRA; and
(3) Transmit a discrete transponder code assigned by ATC.
Issued under authority provided by 49 U.S.C. 106(f), 40103, and
44701(a) in Washington, DC.
Franklin J. McIntosh,
Chief Operating Officer, Air Traffic Organization.
[FR Doc. 2026-17957 Filed 9-1-26; 8:45 am]
BILLING CODE 4910-13-P
</pre></body>
</html>Indexed from Federal Register on September 2, 2026.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.