Federal Register / Vol. 79, No. 13 / Tuesday, January 21, 2014 / Rules and Regulations 3315 

[FR Doc. 2014–00622 Filed 1–17–14; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–1168; Airspace 

Docket No. 07–AWA–3] 

RIN 2120–AA66 

Modification of the Dallas/Fort Worth 

Class B Airspace Area; TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the 

Dallas/Fort Worth, TX, Class B airspace 

area to ensure containment of large 

turbine-powered aircraft flying 

instrument procedures to and from the 

Dallas/Fort Worth International Airport 

(DFW) and Dallas Love Field Airport 

(DAL) within Class B airspace. The FAA 

is taking this action to further support 

its national airspace redesign goal of 

optimizing terminal and en route 

airspace areas to enhance safety, 

improve the flow of air traffic, and 

reduce the potential for near midair 

collision in the DFW terminal area. 

DATES: Effective Date: 0901 UTC, March 

6, 2014. The Director of the Federal 

Register approves this incorporation by 

reference action under 3 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Colby Abbott, Airspace Policy and 

Regulations Group, AJV–11, Office of 

Airspace Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

History 

On January 22, 2013, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to modify the Dallas/Fort Worth, TX, 

Class B airspace area (78 FR 4356). This 

action proposed to expand the lateral 

and vertical dimensions of the Dallas/

Fort Worth Class B airspace area to 

provide additional airspace needed to 

contain large turbine-powered aircraft 

flying instrument procedures to and 

from the Dallas/Fort Worth International 

Airport (DFW) and Dallas Love Field 

Airport (DAL) within Class B airspace. 

The NPRM noted that large turbinepowered aircraft routinely entered, 

exited, and then re-entered Class B 

airspace while flying published 

instrument approach procedures to 

DFW runway13R and DAL runways 

13L/13R and 31R/31L, which is contrary 

to FAA policy. 

Interested parties were invited to 

participate in this rulemaking effort by 

submitting written comments on the 

proposal. A total of 73 responses to the 

NPRM were received; of which, 13 

responses opposed the proposed action 

and did not provide any rationale or 

information for consideration. On April 

25, 2013, and subsequent to the close of 

the public comment period, the FAA 

received an inquiry from two 

Congressional members requesting that 

the FAA withdraw the NPRM and 

consider the alternative solution 

submitted by a commenter to the NPRM. 

This inquiry was added to the docket 

(making 74 responses total) and 

considered along with the responses 

received during the comment period. 

The FAA considered all substantive 

comments received before making a 

determination on the final rule. 

Discussion of Comments 

Of the 74 responses received to the 

NPRM, 61 concerned the airspace in the 

vicinity of Addison Airport (ADS). All 

of these commenters opposed the 

proposed modification to Area F, 

contending that it would result in lower 

flight paths for DAL arrivals and ADS 

arrivals and departures, and lead to 

various adverse impacts such as 

compression of VFR aircraft, safety of 

flight issues, increased noise, air 

pollution and health issues, lower 

property values, detrimental effect on 

local businesses, and decreased 

commerce at ADS. 

The above perceived impacts appear 

to be based on the belief that the Class 

B airspace modification would lead to 

an increased number of IFR and VFR 

flights operating at lower altitudes than 

they do today. This is incorrect. The 

Class B airspace modifications, 

including Area F, are based on the need 

to contain existing large turbinepowered IFR aircraft that are now 

operating below Class B airspace. It is 

important to note that existing DAL IFR 

arrival and departure operating 

altitudes, flight paths, traffic patterns, 

and procedures will not change. As 

stated in the NPRM, the Area F 

modification will continue to support 

IFR and VFR aircraft arriving and 

departing ADS as they do today without 

compression and ensure large turbinepowered aircraft flying instrument 

procedures to DAL runways 13L/13R 

are contained within Class B airspace. 

Five commenters argued that the FAA 

should not lower the Class B airspace 

over the entire Addison Class D airspace 

area. They believed it would create an 

unsafe condition with arrivals and 

departures to from ADS from the north 

and east would be forced to operate at 

the same, or close to the same altitudes; 

create the possibility of unintentional 

airspace incursions; and have 

operational issues associated with 

separation from the existing DAL traffic 

patterns at 1,600 feet MSL and 2,000 

feet MSL. Additionally, one of the 

commenters also argued that lowering 

the entire ADS Class D airspace to a 

2,500-foot MSL ceiling under the 3,000- 

foot MSL Class B airspace floor would 

result in a wedge of uncontrolled 

airspace above ADS to the north and 

east. 

As noted in the NPRM, the FAA 

reduced the lateral dimensions of Area 

F over the ADS Class D airspace to only 

extend from the 10-nautical mile (NM) 

arc from the Point of Origin to the 13– 

NM arc from the Point of Origin; 

matching the outer boundary with the 

adjacent Area B outer boundary at 13– 

NM arc from the Point of Origin, and 

not overlay the entire ADS Class D 

airspace. The ADS Class D airspace 

beyond the 13–NM arc is unchanged 

and the existing 3,000-foot MSL ceiling 

is unaffected by this rule. By lowering 

only the portion of Class B airspace 

necessary to contain aircraft flying 

instrument procedures to DAL within 

Class B airspace [Area F] and retaining 

the existing arrival/departure traffic 

flows, altitudes, and procedures, the 

concerns that the ADS arrival/departure 

aircraft from the north and east would 

be operating at the same altitudes are 

addressed. ADS arrival and departure 

aircraft will be unaffected and are not 

expected to create any unintentional 

Class B incursions or impact the two 

existing ADS traffic patterns. Finally, 

the ADS Class D airspace beyond the 

13–NM arc of the Point of Origin will 

remain unchanged by this airspace 

action. 

Thirty commenters stated that VFR 

flights operating at ADS would be 

compressed as a result of establishing 

Area F with a 2,500 feet MSL floor over 

a portion of the ADS Class D airspace. 

They further argue that this 

compression into less airspace at ADS, 

below Area F, could result in the loss of 

operational flexibility and options for 

VFR aircraft to vary from air traffic 

control (ATC) recommended arrival and 

departure altitudes; the introduction of 

new flight safety hazards to VFR pilots 

forced to fly 500 feet lower; a greater 

potential for midair collision; and 

inadvertent incursions into Class B 


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airspace through the Area F 2,500-foot 

MSL floor. Lastly, they contend that 

ADS departures at 2,000 feet MSL and 

arrivals at 2,500 feet MSL today would 

be forced to operate at the same (or close 

to the same) altitudes, which would 

reduce traffic separation for VFR pilots 

and introduce a greater possibility of 

wake turbulence due to more large 

aircraft flying at lower altitudes. 

The primary purpose of a Class B 

airspace area is to reduce the potential 

for midair collisions in the airspace 

surrounding airports with high density 

air traffic operations by providing an 

area in which all aircraft are subject to 

certain operating rules and equipment 

requirements. FAA directives require 

Class B airspace areas be designed to 

contain all instrument procedures, and 

that air traffic controllers vector aircraft 

as appropriate to remain within Class B 

airspace after entry. 

The FAA recognizes that VFR pilots 

electing to fly below the floor of Class 

B airspace may be compressed. 

However, the airspace designated as 

Area F with a 2,500-foot MSL floor over 

the ADS Class D airspace is necessary to 

contain the large turbine-powered 

aircraft flying instrument procedures to/ 

from DAL within Class B airspace. The 

Dallas/Fort Worth terminal area 

encompasses DFW (third busiest airport 

in the U.S. with over 646,800 airport 

operations in 2011), DAL (over 179,190 

airport operations in 2011), ADS (over 

91,120 airport operations in 2011), plus 

numerous other airports situated in and 

around the terminal area. These airport 

operations create a complex, high 

density airspace environment 

containing a highly diverse mix of 

aircraft types and aviation activities. In 

some areas, large turbine-powered 

aircraft and non-participating VFR 

aircraft are flying simultaneously in the 

same airspace. It is essential to segregate 

the large turbine-powered aircraft 

arriving/departing DFW/DAL and the 

non-participating VFR aircraft in the 

vicinity of ADS, who may not be 

communicating with ATC. 

Additionally, it must be noted that 

there are no planned changes to existing 

flight paths, altitudes, or procedures 

supporting ADS IFR/VFR arrivals and 

departures. Due to the high volume of 

VFR traffic mixed with IFR corporate 

aircraft, the Dallas Terminal Radar 

Control (TRACON) (D10) will continue 

to sequence all arrivals to ADS. Aircraft 

on the downwind also will continue to 

be sequenced inbound at 2,500 feet MSL 

while IFR departures will be climbing to 

2,000 feet MSL. VFR aircraft will be 

assigned 2,000 feet MSL altitude 

initially until conflicts between arrivals 

and departures are resolved. ADS 

departures (IFR/VFR) will continue to 

be issued a 050 degree heading at 2,000 

feet MSL to avoid a tower located 8- 

miles east of ADS with a minimum 

vectoring altitude (MVA) restriction of 

2,200 feet MSL. While this obstruction 

reduces multiple headings that could be 

used for departing and arriving aircraft, 

the use of additional altitude 

segregation by local procedures ensure 

flight safety in the area. VFR aircraft in 

the ADS Class D airspace will continue 

to receive traffic advisories. 

Consequently, some non-participating 

VFR aircraft may have to fly further, or 

at different altitudes, in order to remain 

clear of the modified Class B airspace. 

Ultimately, it is the pilot’s responsibility 

to evaluate all factors that could affect 

a planned flight and determine the 

safest course of action whether it is 

circumnavigating the Class B airspace, 

flying over or beneath the Class B 

airspace, utilizing a charted VFR flyway, 

or requesting Class B clearance and 

services from D10. 

Seven commenters recommended that 

the FAA move the Area F outer 

boundary over the ADS Class D airspace 

to an 11.5–NM arc of the Point of Origin 

instead of the 13–NM mile arc that was 

proposed. The requested boundary 

move would lower Class B airspace to 

2,500 feet MSL west of ADS only and 

was considered a reasonable alternative 

by the commenters attempting to 

minimize the compression concerns 

while containing the majority of large 

turbine-powered aircraft flying 

instrument procedures to DFW and DAL 

within Class B airspace. Three 

commenters asserted that the FAA’s 

own radar data slides presented at the 

Informal Airspace Meetings suggested 

that there was no need to lower the 

Class B airspace floor east of ADS. One 

commenter stated that moving the Area 

F outer boundary to an 11.5–NM arc 

from the Point of Origin was consistent 

with the recommendation of the Ad Hoc 

Committee and would provide easilyidentified landmarks to aid VFR pilots 

in identifying the boundary of the 

lowered Class B airspace; whereas, the 

FAA’s own proposal provided no such 

visual references for VFR pilots. 

To address the counter-proposal 

submitted by the commenters to limit 

Area F to an area between the 10–NM 

and 11.5–NM arcs from the Point of 

Origin, the FAA accomplished new 

radar track data analysis and modeling 

for DAL arrivals flying over the ADS 

Class D airspace. The FAA determined 

that, on average, 209 aircraft per day 

landed at DAL from the east over the 

ADS Class D airspace and an average of 

130 aircraft per day descended below 

3,000 feet MSL over ADS between the 

10–NM and 13–NM arcs from the Point 

of Origin. Of those 130 aircraft, an 

average of 60 aircraft per day 

(approximately 45 percent) descended 

below 3,000 feet MSL outside an 11.5– 

NM arc from the Point of Origin. 

Therefore, if Area F was limited to 

between the 10–NM and 11.5–NM arcs 

from the Point of Origin, as 

recommended by the commenters, only 

70 (out of 130) aircraft arriving to DAL 

each day, on average, would be 

contained within Class B airspace and 

60 aircraft arriving to DAL each day, on 

average, would continue to descend 

below Class B airspace into the ADS 

Class D airspace area. Moving the outer 

boundary of Area F to an 11.5–NM arc 

from the Point of Origin would not 

ensure containment of all large turbinepowered aircraft flying instrument 

procedures to and from DFW and DAL, 

as intended by this rule. 

Because of the close proximity of the 

DFW, DAL and ADS airports, access to 

the congested airspace northeast of DFW 

for aircraft not landing or departing one 

of these airports is very limited. The 

FAA determined that the number of 

VFR aircraft flying in the ADS Class D 

airspace and not receiving any ATC 

flight services reached 2,500 feet MSL in 

Area F less than twice per day, on 

average. The modeling also revealed 

that aircraft landing and departing ADS, 

using existing procedures, remained 

below the floor of Area F. 

The FAA has confirmed that 

establishing Area F, between the 10 NM 

and 13 NM arcs from the Point of 

Origin, will contain all the DAL arrival 

aircraft conducting instrument 

procedures within Class B airspace and 

that the 2,500-foot MSL Class B airspace 

floor will not affect ADS IFR and VFR 

arrivals, departures, traffic flows, or 

departure release procedures. Although 

the FAA is reclassifying a small portion 

of the ADS Class D airspace to become 

part of Area F, the operational 

procedures used today by the ADS 

tower and D10 will remain unchanged. 

Access to ADS by VFR aircraft is also 

not impacted by Area F because it is 

shadowed by existing Class B airspace 

(being renamed Area C) with a 2,000 

foot MSL floor from the southeast 

clockwise to the north-northwest of 

ADS and by the existing Class B surface 

area (Area A) from the southeast 

clockwise to the west-northwest of ADS. 

VFR aircraft, not in contact with D10, 

that are arriving or departing ADS must 

avoid Area C and the surface area that 

surround ADS from the southeast 

clockwise to the north-northwest before 

Area F with its 2,500-foot MSL floor 

becomes a factor. 


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Federal Register / Vol. 79, No. 13 / Tuesday, January 21, 2014 / Rules and Regulations 3317 

Lastly, the FAA acknowledges that 

the 13–NM arc from the Point of Origin 

used to define the outer boundary for 

Area F does not share the same 

opportunity for prominent visual 

landmarks as the counter-proposal 

submitted by the commenters. The FAA 

remains supportive of using prominent 

landmarks, when available, to describe 

airspace boundaries. However, matching 

the outer boundary of Area F with the 

13–NM arc outer boundary of Area B 

has benefit too; it avoids potential 

confusion for pilots faced with multiple 

arcs in a relatively confined area to 

define differing Class B airspace subarea 

boundaries. 

Three comments concerned lowering 

the floors of two areas of Class B 

airspace southeast of DFW, Area D and 

Area I, to contain large turbine-powered 

aircraft during arrival procedures to 

DAL runways 31L/31R. Two of the 

commenters were concerned with 

compression and circumnavigation 

associated with transitioning the area 

east and west around Dallas Executive 

Airport (RBD) and Mesquite Airport 

(HQZ) (being renamed Mesquite Metro 

Airport) past Area D lowered to 2,000 

feet MSL between the 15–NM and 20– 

NM arcs of the Point of Origin and Area 

I lowered to 3,000 feet MSL between the 

20–NM and 25–NM arcs of the Point of 

Origin. One of these commenters added 

that lowering the Class B airspace in 

this area reduces the separation between 

transitioning aircraft and the aircraft 

operating at HQZ. The commenter 

argued aircraft overflying uncontrolled 

airports are not required to monitor 

frequencies at those locations and that 

would increase the potential for loss of 

situational awareness and potential for 

a midair collision among VFR pilots 

flying below Area D and Area I, but over 

HQZ. The commenter suggested that the 

amount of traffic surrounding HQZ 

demanded immediate attention for 

establishing Class D airspace around 

HQZ. The third commenter argued that 

Area D and Area I were unnecessary and 

addressed instrument procedure 

glideslope corrections, that are address 

later in this rule. 

The FAA recognizes that VFR pilots 

electing to fly below the floor of Class 

B airspace may be compressed. 

However, the Dallas/Fort Worth Class B 

airspace Area D and Area I subareas, 

with 2,000-foot MSL and 3,000-foot 

MSL floors, respectively, are necessary 

to contain large turbine-powered aircraft 

flying instrument procedures to/from 

DAL within Class B airspace and to 

segregate them from the VFR aircraft 

flying outside Class B airspace. Nonparticipating VFR general aviation 

aircraft have their choice of flying either 

above or below the Class B airspace, or 

circumnavigating it by five to ten NM 

further southeast to remain clear should 

they decide not to contact D10 to 

receive Class B services. 

As mentioned before, it is ultimately 

the pilot’s responsibility to evaluate all 

factors that could affect a planned flight 

and determine the safest course of 

action whether it is circumnavigating 

the Class B airspace, flying over or 

beneath the Class B airspace, utilizing a 

charted VFR flyway, or requesting Class 

B services from D10. 

The FAA agrees with the commenter 

that suggested establishing Class D 

airspace around HQZ in the interest of 

flight safety. As such, the FAA built a 

control tower at HQZ, which began 

providing limited traffic advisory 

services in December of 2013, and 

published a final rule in the Federal 

Register (78 FR 67296, November 12, 

2013) establishing Class D airspace 

around HQZ with an effective date of 

February 6, 2014. The Class D airspace 

area extends upward from the surface 

up to but not including 2,000 feet MSL, 

within a 3.5-mile radius of the Mesquite 

Metro Airport, Mesquite, TX, with an 

extension from the 3.5-mile radius to 

4.1-miles south of the airport. The 

Mesquite, TX, Class D airspace area and 

control tower, when open, will enhance 

the safety and management of IFR and 

VFR operations at the airport with 

transient traffic around HQZ. 

Twenty six comments were received 

expressing flight safety concerns 

associated with lowering the Class B 

airspace over ADS. Many of the 

commenters alleged that the lower Class 

B airspace of Area F over ADS, and the 

corresponding reduction of ADS Class D 

airspace, would negatively impact the 

overall operational safety of the single 

engine VFR operations at ADS. Eight 

commenters stated the limited amount 

of available altitude in case of lowaltitude emergencies raised the risk of 

aircraft accidents. Seven commenters 

raised safety related concerns as a result 

of their perceived reduction in vertical 

separation options for aircraft operating 

at ADS. Four commenters argued there 

were already numerous close calls at 

ADS and the reduced airspace under 

Area F invited an increase in midair 

collisions. Three commenters criticized 

that limited inbound and outbound 

routes to and from ADS would be 

further constrained; whereas, one 

commenter each contended the lower 

Class B airspace would force VFR 

aircraft to fly below the 1,000-foot above 

ground level requirement over 

congested areas, would induce more 

‘‘head down’’ operation and less ‘‘see 

and avoid’’ procedures, and would put 

VFR aircraft at risk of cell towers and 

other low-altitude obstructions near 

ADS. 

The FAA disagrees with the flight 

safety related concerns presented by the 

commenters because no arrival or 

departure flight paths, altitudes, or 

operational procedures for IFR and VFR 

aircraft flying to/from DAL or ADS are 

being changed as a result of Area F. 

Again, the commenters’ perceived flight 

safety impacts appear to be based on the 

belief that the Area F Class B airspace 

modification over ADS would lead to an 

increased number of IFR and VFR 

flights operating at lower altitudes than 

they do today. Due to the high volume 

of VFR and IFR aircraft operating in the 

vicinity of ADS, D10 will continue to 

sequence all arrivals and departures to 

and from ADS. 

Mixing DAL IFR arrivals and VFR 

aircraft outside the Class B airspace 

presents a hazard to safety. This rule 

addresses the safety impact of large 

turbine-powered aircraft arriving to DAL 

that routinely entered, exited, and then 

re-entered Class B airspace, while being 

vectored and flying instrument 

procedures to DAL runways 13L/13R 

over ADS, as well as to DAL runways 

31L/31R from the southeast. The FAA 

believes that the Class B design in this 

rule establishes the minimum Class B 

airspace required for containment of 

large turbine-powered aircraft flying 

instrument procedures to/from DFW 

and DAL, while leaving as much 

airspace as possible for IFR and VFR 

flight operations in the ADS area, 

outside Class B airspace. 

Twenty-nine commenters raised noise 

concerns related to the Area F being 

established over a portion of the ADS 

Class D airspace area. Commenters 

stated, ‘‘increased noise pollution will 

reduce property values,’’ ‘‘increase 

noise will make it less desirable to dine 

outdoors in a community where 

restaurants are the largest contributor to 

sales tax,’’ ‘‘with the increase in air 

traffic planned for DAL, the frequency 

of jet traffic noise will increase to levels 

that are unacceptable,’’ and ‘‘this 

modification would create a significant 

increase in noise and general 

disturbance over a highly populated 

residential area.’’ One commenters also 

requested a new review and updated 

environmental impact study or noise 

study be accomplished since a long time 

had passed from when the Class B 

modifications were originally proposed. 

The FAA does not agree because the 

Class B airspace being lowered over 

ADS is not associated with any changes 

to traffic flows, altitudes, or procedures; 

but rather, the containment of existing 

aircraft operations within Class B 


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3318 Federal Register / Vol. 79, No. 13 / Tuesday, January 21, 2014 / Rules and Regulations 

airspace. The FAA believes that the 

submitted noise concerns presume an 

increased number of aircraft would be 

overflying ADS and that aircraft would 

be flying at lower altitudes over the 

communities surrounding ADS. Aircraft 

are already flying in the areas and at the 

same altitudes they will be after Area F 

is established. The Class B airspace 

modification over ADS is being 

accomplished purely to contain existing 

large turbine-powered aircraft flying 

instrument procedures, and their 

associated traffic patterns, to/from DFW 

and DAL within Class B airspace. The 

Class B airspace modification over ADS 

is simply an airspace classification 

change from Class D to Class B and will 

not have any impact on noise. 

The FAA completed its 

environmental review and Categorical 

Exclusion Declaration on May 1, 2013, 

in support of the Dallas/Fort Worth 

Class B airspace modifications. In 

accordance with FAA Order 1050.1, 

Environmental Impacts: Policies and 

Procedures, paragraph 311a, rulemaking 

actions that modify Class B airspace are 

categorically excluded from the 

requirement to prepare an 

environmental assessment or 

environmental impact statement. The 

FAA determined that there were no 

extraordinary circumstances that would 

necessitate further environmental 

review since the flight tracks and 

altitudes used will not change as a 

result of the Class B airspace 

modifications and aircraft will continue 

to fly the same flight tracks, patterns, 

and altitudes that they fly today. There 

are no adverse effects on any of the 

environmental impact categories 

required to be analyzed in accordance 

with FAA Order 1050.1, nor are there 

any cumulative impacts. 

Eleven commenters argued lowering 

the Class B airspace over ADS would 

have a negative economic impact to 

ADS, the residents in the area, and to 

the North Dallas region. They were 

concerned that reclassifying a portion of 

ADS Class D airspace as Class B would 

impact ADS economically by serving as 

a disincentive to current/future ADS 

customers to remain at ADS and result 

in them going elsewhere less congested 

and impact local business success in the 

area. They were also concerned that the 

business and commerce attractiveness of 

ADS to businesses outside the Dallas 

County/North Texas region would be 

decreased and that lower property 

values of the residential communities 

surrounding ADS would result. 

The FAA disagrees that establishing 

Area F over ADS will cause the 

economic impacts raised by the 

commenters. The Area F 2,500-foot MSL 

Class B airspace floor over the Addison 

Class D airspace area will have no effect 

on ADS IFR or VFR arrivals, departures, 

altitudes, traffic flows, or departure 

release procedures. Additionally, the 

IFR aircraft arriving and departing DFW 

and DAL will continue to fly the same 

flight tracks, patterns, and altitudes that 

they fly today. 

As noted previously, Area F is 

shadowed by Area C, with its 2,000-foot 

MSL floor, and Area A, the surface area, 

from the southeast clockwise to the 

west-northwest of ADS. Any perceived 

aerial access impacts to ADS, caused by 

Area F, are overcome by the 

requirements for aircraft to avoid these 

previously existing Class B airspace 

subareas. Modeling did show that on 

average less than 3 VFR aircraft per day, 

squawking 1200, flew at lower altitudes 

for short periods of time, but these 

aircraft were determined to be VFR 

practice aircraft and not receiving 

sequencing ATC services for arrival or 

departure. As such, the FAA does not 

expect IFR or VFR operators to cease 

operating at ADS, does not expect IFR 

and VFR aircraft to fly lower than they 

currently do, and does not expect an 

increase in large turbine-powered 

aircraft operations at DAL. Therefore, 

the FAA does not find that Area F has 

any economic impact to the airport, the 

local community, or the North Dallas 

region, as argued by the commenters. 

Two commenters offered that the 

need to lower Class B airspace to 

contain large turbine-powered aircraft 

could be averted by raising the glide 

paths for the Instrument Landing 

System (ILS) and Area Navigation 

(RNAV) approaches to DAL. One 

commenter also argued that DAL is not 

a primary airport of the Dallas/Fort 

Worth Class B airspace area and that 

lowering the Class B airspace southeast 

of DFW to contain aircraft flying DAL 

approaches is a misuse of aviation 

regulations. The commenter suggested 

raising the published altitudes on ILS 

and RNAV procedures to DAL runways 

31L/31R (in essence raising the 

approach glideslopes from the standard 

3 degree angle) to overcome DAL 

arrivals not being contained in Class B 

airspace. The second commenter’s focus 

was the airspace over the Addison Class 

D airspace and simply requested the 

FAA consider raising the approach 

procedure glideslopes to DAL runways 

13L/13R before seeking an airspace 

solution to containing DAL arrival 

aircraft within Class B airspace. 

The FAA acknowledges that DAL is 

not listed as a primary airport in the 

Dallas/Fort Worth Class B airspace 

description, but disagrees that it is 

inappropriate to lower the Class B 

airspace southeast of DFW to contain 

the aircraft flying instrument procedures 

to DAL within Class B airspace. As 

noted in the NPRM, the FAA revoked 

the Airport Radar Service Area (ARSA) 

surrounding DAL and incorporated the 

airport and its airspace into the surface 

area of the Dallas Fort-Worth Terminal 

Control Area (TCA) [Class B airspace 

today] in 1992. The FAA took this 

action in the interest of flight safety as 

a result of the complex mix of aircraft 

operating in the Dallas/Fort Worth 

terminal flying environment and to 

lower the risk of midair collisions in the 

airspace around DFW and DAL; thereby 

reducing the chance of casualty loss (i.e. 

aviation fatalities and injuries). 

Revoking the DAL ARSA and making 

the airspace part of the Dallas-Fort 

Worth TCA was expected to result in 

increased safety in the entire TCA [Class 

B airspace today] and it has. As such, 

the FAA continues to consider the 

midair collision avoidance and airspace 

requirements associated with Class B 

airspace to apply to the operations at 

DFW and DAL, when addressing the 

Dallas/Fort Worth terminal airspace 

area. 

The FAA re-evaluated the suggestion 

to raise the ILS and RNAV approach 

procedure glideslopes into DAL and 

does not agree. Raising the existing 3 

degree approach procedure glideslopes, 

in lieu of lowering Class B airspace, was 

considered previously when the 

proposal was developed and in response 

to pre-NPRM public input. In order to 

retain the current traffic flows in Class 

B airspace without the proposed 

modifications, the instrument procedure 

glideslope angles to the DAL runways 

13L/13R and 31L/R would have to be 

raised in excess of 3.1 degrees; resulting 

in the loss of approach minimums for 

category D and E aircraft. A 3 degree 

glideslope angle for instrument 

procedures is the standard for safety. 

Another commenter suggested the 

need for lower Class B airspace floors 

could be addressed by raising the glide 

paths for the instrument approaches to 

DAL using an extension of the 

Optimized Profile Descent for the closein terminal area and creating a two-stage 

glideslope approach. The commenter 

offered that by flying an average 6 

degree descent angle initially, aircraft 

would no longer be forced to fly shallow 

paths to the airport. Then, since jets are 

not as responsive as light general 

aviation aircraft, the aircraft would 

transition to a standard 3 degree glide 

path at some pre-determined distance 

from the runway, most likely 1,500 feet 

to 1,000 feet AGL and 1 NM prior to 

passing the final approach fix. 


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This suggestion for a two-stage 

glideslope approach would require a 

revision of instrument flight procedures 

and the development of new or 

additional glideslope equipment, which 

may not be technically feasible and/or 

may involve flight safety issues. As 

such, it is outside the scope of this rule. 

Five commenters were concerned that 

lower Class B airspace, primarily over 

ADS, would cause a related increase in 

ATC workload to ensure flight safety. 

One commenter asserted that the lower 

Class B airspace floors would force 

pilots to participate with D10, which 

often time could not handle the load 

they already have, while another 

commenter stated that sometimes 

controllers are too busy to offer 

clearances through the Class B airspace. 

A third commenter was concerned that 

the lower Class B airspace at ADS 

would result in more departure holds, 

as well as increased vectoring for 

arrivals and departures to and from 

ADS. 

The FAA remains committed to 

providing Class B airspace services to 

all National Airspace System (NAS) 

users operating in the airspace 

surrounding DFW, DAL, and ADS in a 

manner that keeps the Dallas/Fort 

Worth terminal area safe for all users. 

As mentioned earlier, the primary 

purpose of a Class B airspace area is to 

reduce the potential for midair 

collisions in the airspace surrounding 

airports with high density air traffic 

operations by providing an area in 

which all aircraft are subject to certain 

operating rules and equipment 

requirements. 

Based on historical data and forecast 

trends, the average D10 daily traffic 

count includes 1,515 air carrier, 764 air 

taxi, 445 general aviation, 51 military 

IFR operations and 421 VFR operations. 

In 2012, D10 provided Class B services 

to approximately 200 VFR aircraft 

operations per day. When VFR aircraft 

request Class B services, they are 

initially told to remain outside the Class 

B airspace until radar identification is 

established; oftentimes, this is 

misunderstood as denial of Class B 

services. D10 routinely provides Class B 

airspace clearances and services to VFR 

aircraft requesting access into and 

through the Dallas/Fort Worth Class B 

airspace on a workload permitted basis 

when the arrival/departure traffic 

volume and airspace capacity 

conditions enable doing so safely. 

Lastly, it should be noted that the 

existence of Class B airspace has no 

impact on IFR delays or aircraft 

vectoring, the determining factors for 

these activities are normally traffic 

volume and weather. 

Three commenters suggested that the 

FAA should establish VFR routes 

through the Dallas/Fort Worth Class B 

airspace area over Dallas and Fort Worth 

to retain efficiency, safety and access for 

all operators. Two of the commenters 

offered that the transition routes would 

allow VFR aircraft to navigate through 

the Class B airspace without adding 

additional burden to the controllers and 

provide a predictable routing for the 

VFR pilots. The third commenter stated 

that flying the existing VFR transition 

routes is very time consuming and 

involves flying in congested airspace, 

and that the routes are exceedingly 

frustrating to transition safely and 

legally given the number of Class D and 

uncontrolled airports that must be 

transitioned. 

The FAA interpreted the commenters’ 

suggestion to mean they were 

recommending VFR corridors through 

the Class B airspace area and 

acknowledges that VFR corridors 

provide general aviation flight paths for 

pilots planning flights into, out of, or 

through complex terminal airspace so as 

to avoid Class B airspace. However, the 

FAA has determined establishing VFR 

corridors over DFW and DAL through 

the Class B airspace surface area is not 

feasible and would result in adverse 

impacts to the arrival and departure 

flows, and associated traffic patterns, 

supporting DFW and DAL operations. 

Specifically, DFW and DAL fan 

departures off their airports covering as 

much as 220 degrees around the 

compass in a north flow and 250 

degrees around the compass in a south 

flow. Depending upon the runway 

configuration in use, low altitude VFR 

corridors, as suggested, would conflict 

with the over 1,250 departures from 

DFW and DAL daily, on average, and 

force departures to be restricted below 

the corridor altitude(s) until clear of the 

corridor. Additionally, the geographic 

relationship between DFW, DAL, and 

ADS, as well as HQZ, RBQ, Grand 

Prairie, Arlington, Ft Worth Meacham 

International, and Ft Worth Alliance 

airports, with their arrival and departure 

flows, does not support establishing 

VFR corridors through the Dallas/Fort 

Worth Class B airspace area. 

The FAA recognizes that using the 

existing flyways takes more time to fly 

around the DFW and DAL area than 

flying directly through it, but does not 

agree that the existing VFR flyways are 

difficult to transition safely or legally. 

The Class B airspace floors over the low 

altitude VFR flyways are not changing 

and the flyways remain unaffected by 

this rule. There are two VFR flyways 

that route north and south, one located 

east and one located west of DFW and 

DAL, and four VFR flyways that route 

east and west, two located north and 

two located south of DFW and DAL. 

These six VFR flyways surround DFW 

and DAL and provide both low and high 

altitude route alternatives to 

circumnavigate the Class B airspace area 

for those pilots that opt not to request 

ATC services through Class B airspace 

from D10. 

Bell Helicopter requested that the 

FAA modify the Class B airspace surface 

area, Area A. Bell Helicopter advised 

that they plan to move their training 

area back to an area southwest of DFW, 

near where they previously conducted 

helicopter training, and expand their 

facility to support a training program 

conducting 3,500 flight hours per year. 

They requested the FAA modify the 

Class B airspace surface area to exclude 

a portion of airspace southwest of DFW 

extending upward from the surface to 

and including 1,500 feet MSL in the 

area south of State Highway 10 and west 

of the Texas Star Golf Course. The 

requested exclusion would support a 

helicopter training area near the area 

Bell Helicopter operated at from the mid 

1970’s through 2006. 

The FAA evaluated Bell Helicopter’s 

request and determined that the Class B 

airspace surface area modification can 

be incorporated, as requested, without 

compromising the containment of large 

turbine-powered IFR aircraft conducting 

instrument procedures within Class B 

airspace. As a result of Bell Helicopter’s 

modification request and details of their 

impending helicopter training program, 

the FAA is modifying the Dallas/Fort 

Worth Class B airspace surface area to 

include an exclusion of airspace as 

described below in the ‘‘Difference 

From the NPRM’’ section. This 

modification supports Bell Helicopter’s 

returning training program in the area; 

enables ATC to stay focused on the 

arrival, departure, and overflight aircraft 

operating in the DFW terminal area; 

addresses ATC frequency congestion 

issues; and reduces the potential for 

unauthorized airspace incursions 

without impacting the containment of 

large turbine-powered IFR aircraft 

conducting instrument procedures 

within Class B airspace. 

Differences From the NPRM 

The description of the subarea A has 

been modified from that proposed in the 

NPRM. In light of public input, the FAA 

evaluated a request to exclude a portion 

of airspace located southwest of DFW 

from the Class B airspace surface area 

and determined the airspace exclusion 

could be incorporated without effecting 

containment of large turbine-powered 

aircraft flying instrument procedures to 


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3320 Federal Register / Vol. 79, No. 13 / Tuesday, January 21, 2014 / Rules and Regulations 

and from DFW and DAL within Class B 

airspace. This is accomplished by 

excluding the a small portion of 

airspace located southwest of DFW, 

bounded by the surface area boundary, 

State Highway 10, and the western 

boundary of the Texas Star Golf Course, 

from the surface to and including 1,500 

feet MSL, from Area A. The revised 

surface area description is listed in the 

‘‘Adoption of the Amendment’’ section, 

below. 

The Rule 

The FAA is amending Title 14 of the 

Code of Federal Regulations (14 CFR) 

part 71 to modify the Dallas/Fort Worth, 

TX, Class B airspace area. This action 

lowers the floor of Class B airspace in 

four areas, redefines the northern 

boundary, and incorporates an 

exclusion of a small area of airspace 

within the Class B surface area. The first 

area, Area J lowers a portion Class B 

airspace located northwest of DFW 

between 23–NM and 30–NM arcs from 

the Point of Origin from 5,000 feet MSL 

to 4,000 feet MSL. The second area, 

Area F, lowers a portion of Class B 

airspace northeast of DFW between the 

10–NM and 13–NM arcs from the Point 

of Origin from 3,000 feet MSL to 2,500 

feet MSL. The third area, Area D, lowers 

a portion of Class B airspace located 

southeast of DAL between the 15–NM 

and 20–NM arcs from the Point of 

Origin from 2,500 feet MSL to 2,000 feet 

MSL. And, the fourth area, Area I, 

lowers a portion of Class B airspace 

located southeast of DAL between the 

20–NM and 25–NM arcs from the Point 

of Origin from 4,000 feet MSL to 3,000 

feet MSL. This action also redefines the 

northern boundary of the Class B 

airspace area using the Ray Roberts Lake 

dam. Lastly, in response to public input 

to the NPRM, an exclusion of a small 

portion of airspace located southwest of 

DFW is incorporated in the Class B 

airspace surface area. The Class B 

airspace ceiling remains unchanged. 

These modifications to the Dallas/Fort 

Worth Class B airspace area provide the 

minimum airspace necessary to contain 

existing large turbine-powered aircraft 

flying the instrument procedures to and 

from DFW and DAL within the confines 

of Class B airspace. 

Except for Area A, which extends 

upward from the surface to and 

including 11,000 feet MSL within an 

area surrounding DFW and DAL, the 

descriptions of all other subareas that 

make up the Dallas/Fort Worth Class B 

airspace area are reconfigured, redescribed, and realigned by geographic 

position in relation to the point of 

origin, rather than the previous practice 

of combining geographically separate 

areas that share a common altitude floor 

into one large, complex subarea 

description. This action modifies the 

original eight Dallas/Fort Worth Class B 

subareas (A through H) and adds six 

new subareas (I through N). The 

modifications to the Dallas/Fort Worth 

Class B airspace, by subarea, are 

outlined below. 

Area A. Area A is the surface area that 

extends from the surface up to 11,000 

feet MSL. The FAA is incorporating an 

exclusion of the airspace located 

southwest of DFW bounded by the 

surface area boundary, State Highway 

10, and the western boundary of the 

Texas Star Golf Course, from the surface 

to an including 1,500 feet MSL, in this 

portion of Class B airspace. 

Area B. Area B extends upward from 

2,000 feet MSL to 11,000 feet MSL in 

the Class B airspace contained in the 

previous Area B description that is 

located north, west, and south of DFW. 

The FAA is not changing this portion of 

Class B airspace. 

Area C. Area C extends upward from 

2,000 feet MSL to 11,000 feet MSL in 

the remaining Class B airspace 

contained in the previous Area B 

description that is located east of DFW. 

The FAA is not changing this portion of 

Class B airspace. 

Area D. Area D is a new area 

extending upward from 2,000 feet MSL 

to 11,000 feet MSL located southeast of 

DAL from the Cowboy VOR/DME (CVE) 

117° radial clockwise to the 129° 

bearing from the Point of Origin, 

between 15–NM and 20–NM of the 

Point of Origin. This new area lowers a 

portion of Class B airspace contained in 

the previous Area C description, located 

south of the CVE 117° radial, by 500 feet 

to overcome aircraft arriving DAL 

runways 31R and 31L from the 

southeast exiting the bottom of Class B 

airspace with a 2,500-foot MSL floor, 

flying under the Class B airspace area, 

and then reentering the side of the Class 

B airspace surface area. 

Area E. Area E extends upward from 

2,500 feet MSL to 11,000 feet MSL in 

the remaining Class B airspace 

contained in the previous Area C 

description that is not incorporated in 

the new Area D described above. The 

FAA is not changing this portion of 

Class B airspace. 

Area F. Area F is a new area 

extending upward from 2,500 feet MSL 

to 11,000 feet MSL located northeast of 

DFW from the 023° bearing from the 

Point of Origin clockwise to Interstate I– 

635, between 10–NM and 13–NM of the 

Point of Origin. This new area lowers a 

portion of Class B airspace contained in 

the previous Area D description, located 

northeast of DFW, by 500 feet to 

overcome aircraft arriving DAL runways 

13R and 13L from the northeast exiting 

the bottom of Class B airspace with a 

3,000-foot MSL floor, flying through the 

ADS Class D airspace, and then 

reentering the side of Class B airspace 

with a 2,000-foot MSL floor or the side 

of the Class B airspace surface area. 

Area G. Area G extends upward from 

3,000 feet MSL to 11,000 feet MSL in 

the Class B airspace contained in the 

previous Area D description that is 

located south of DFW. The FAA is not 

changing this portion of Class B 

airspace. 

Area H. Area H extends upward from 

3,000 feet MSL to 11,000 feet MSL in 

the remaining Class B airspace 

contained in the previous Area D 

description that is located north of DFW 

and not incorporated in the new Area F 

described above. The FAA is not 

changing this portion of Class B 

airspace. 

Area I. Area I is a new area extending 

upward from 3,000 feet MSL to 11,000 

feet MSL located southeast of DAL from 

the Cowboy VOR/DME (CVE) 117° 

radial clockwise to the 129° bearing 

from the Point of Origin, between 20– 

NM and 25–NM of the Point of Origin. 

This new area lowers a portion of Class 

B airspace contained in the previous 

Area E description by 1,000 feet to 

overcome aircraft arriving DAL runways 

31R and 31L from the southeast exiting 

the bottom of Class B airspace with a 

4,000-foot MSL floor, flying under the 

Class B airspace area, and then 

reentering the side of Class B airspace 

with a 2,500-foot MSL floor. 

Area J. Area J extends upward from 

4,000 feet MSL to 11,000 feet MSL in 

the remaining Class B airspace 

contained in the previous Area E 

description that is not incorporated in 

the new Area I described above and a 

portion of Class B airspace contained in 

the previous Area G description, located 

northwest of the 311° bearing from the 

Point of Origin. This new area lowers 

the portion of Class B airspace 

contained in the previous Area G 

description by 1,000 feet to overcome 

aircraft arriving DFW runways 13R and 

13L from the northwest exiting the 

bottom of the Class B airspace with a 

5,000-foot MSL floor, flying under the 

Class B airspace area, and then 

reentering the side of the Class B 

airspace with a 4,000-foot MSL floor. 

Area K. Area K extends upward from 

4,000 feet MSL to 10,000 feet MSL in 

the Class B airspace contained in the 

previous Area F description that is 

located south of DFW. The FAA is not 

changing this portion of Class B 

airspace. 


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Area L. Area L extends upward from 

4,000 feet MSL to 10,000 feet MSL in 

the remaining Class B airspace 

contained in the previous Area F 

description that is located north of 

DFW. The FAA is extending the 

northern boundary further north to 

intercept the southern-most point of the 

Ray Roberts Lake dam for visual 

reference. 

Area M. Area M extends upward from 

5,000 feet MSL to 11,000 feet MSL in 

the remaining portion of Class B 

airspace contained in the current Area 

G that is not incorporated in the new 

Area J described above. The FAA is not 

changing this portion of Class B 

airspace. 

Area N. Area N extends upward from 

6,000 feet MSL to 11,000 feet MSL in 

the Class B airspace contained in the 

previous Area H description. The FAA 

is not changing this Class B airspace. 

Finally, this action updates the DFW 

airport reference point (ARP) 

coordinates and includes the Cowboy 

VOR/DME (CVE) navigation aid 

information in the Class B airspace legal 

description to reflect current National 

Airspace System data. 

Implementation of these 

modifications to the Dallas/Fort Worth 

Class B airspace area ensure the 

containment of instrument procedures 

and large turbine-powered aircraft flying 

those procedures within Class B 

airspace, as required by FAA directives, 

and enhance the efficient use of the 

airspace, the management of aircraft 

operations, and flight safety in the DFW 

and DAL terminal area. 

All radials and bearings listed in the 

Dallas/Fort Worth Class B airspace 

description in this rule are stated in 

degrees relative to True North. 

Additionally, all geographic coordinates 

are stated in degrees, minutes, and 

seconds based on North American 

Datum 83. 

Class B airspace areas are published 

in paragraph 3000 of FAA Order 

7400.9X, Airspace Designations and 

Reporting Points, dated August 7, 2013, 

and effective September 15, 2013, which 

is incorporated by reference in 14 CFR 

section 71.1. The Class B airspace area 

listed in this document would be 

published subsequently in the Order. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with FAA 

Order 1050.1E, ‘‘Environmental 

Impacts: Policies and Procedures,’’ 

paragraph 311a. This airspace action is 

not expected to cause any potentially 

significant environmental impacts, and 

no extraordinary circumstances exist 

that warrant preparation of an 

environmental assessment. 

Paperwork Reduction Act 

The Paperwork Reduction Act of 1995 

(44 U.S.C. 3507 (d)) requires that the 

FAA consider the impact of paperwork 

and other information collection 

burdens imposed on the public. We 

have determined that there is no new 

information collection requirement 

associated with this final rule. 

Regulatory Evaluation Summary 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 and 

Executive Order 13563 direct that each 

Federal agency shall propose or adopt a 

regulation only upon a reasoned 

determination that the benefits of the 

intended regulation justify its costs. 

Second, the Regulatory Flexibility Act 

of 1980 (Pub. L. 96–354) requires 

agencies to analyze the economic 

impact of regulatory changes on small 

entities. Third, the Trade Agreements 

Act (Pub. L. 96–39) prohibits agencies 

from setting standards that create 

unnecessary obstacles to the foreign 

commerce of the United States. In 

developing U.S. standards, the Trade 

Act requires agencies to consider 

international standards and, where 

appropriate, that they be the basis of 

U.S. standards. Fourth, the Unfunded 

Mandates Reform Act of 1995 (Pub. L. 

104–4) requires agencies to prepare a 

written assessment of the costs, benefits, 

and other effects of proposed or final 

rules that include a Federal mandate 

likely to result in the expenditure by 

State, local, or tribal governments, in the 

aggregate, or by the private sector, of 

$100 million or more annually (adjusted 

for inflation with base year of 1995). 

This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this final rule. 

The FAA has, therefore, determined 

that this final rule is not a ‘‘significant 

regulatory action’’ as defined in section 

3(f) of Executive Order 12866, and is not 

‘‘significant’’ as defined in DOT’s 

Regulatory Policies and Procedures. 

Department of Transportation Order 

DOT 2100.5 prescribes policies and 

procedures for simplification, analysis, 

and review of regulations. If the 

expected cost impact is so minimal that 

a proposed or final rule does not 

warrant a full evaluation, this order 

permits that a statement to that effect 

and the basis for it to be included in the 

preamble if a full regulatory evaluation 

of the cost and benefits is not prepared. 

Such a determination has been made for 

this final rule. The reasoning for this 

determination follows. 

This action proposes to modify the 

DFW Class B airspace area to ensure the 

containment of large turbine-powered 

aircraft flying instrument procedures to 

and from the Dallas/Fort Worth 

International Airport and Dallas Love 

Field Airport within Class B airspace, 

reduce controller workload and reduce 

the potential for near midair collision in 

the DFW terminal area. This action 

lowers the Class B airspace floor in 

some sections to encompass existing IFR 

traffic. Lowering the floor of the Class B 

airspace will increase safety by 

segregating large turbine-powered 

aircraft from aircraft that may not be in 

contact with ATC. It will reduce air 

traffic controller workload by reducing 

the number of radio communications 

that air traffic controllers must use to 

inform IFR aircraft when they are 

leaving and re-entering Class B airspace. 

This will reduce the amount of 

distraction that air traffic controllers 

face in issuing these communications 

and free radio time for more important 

control instructions. IFR traffic will not 

be rerouted as a result of this proposal. 

The airspace restructuring will result 

in safety benefits and increased 

operational efficiencies. This final rule 

will enhance safety by reducing the 

number of aircraft entering, exiting, and 

reentering Class B airspace and 

consequently reducing air traffic 

controller workload and radio frequency 

congestion. By expanding the Class B 

area where aircraft are subject to certain 

operating rules and equipment 

requirements this final rule will also 

reduce the potential for midair 

collisions. The modification of the Class 

B airspace will provide operational 

advantages as well by establishing 

necessary airspace for controllers to 

sequence aircraft within Class B 

airspace and thereby reduce the need for 

controllers to vector arrivals and 

departures to avoid nonparticipating 

traffic. The change may cause some VFR 

pilots to have to choose between flying 

below Class B airspace, 

circumnavigating the Class B airspace 

area, or requesting Class B clearance to 

transition the area. If these responses 

occur then some alternative routes will 

be longer, take more time, and burn 

more fuel. However, due to the specific 

restructuring, we do not anticipate that 

such VFR flights will have to travel far 

to circumnavigate the new Class B 

airspace. 

The FAA expects an increase in safety 

and some operational efficiencies from 

the larger Class B airspace to be offset 

slightly by possible VFR reroutings, 

which will result in minimal cost 


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overall. This final rule will not require 

updating of materials outside the 

normal update cycle, and will not 

require rerouting of IFR traffic. The 

expected outcome will be a minimal 

impact with positive net benefits. 

The FAA did request comments about 

the FAA determination of minimal 

impact in the NPRM. The FAA received 

no comments on this determination of 

minimal impact in the NPRM. 

Although the FAA received no 

comments specifically related to the 

above determination several 

commenters, as described earlier in this 

Preamble, expressed a concern about 

possible adverse economic impacts, 

including an increase in aircraft noise as 

a result of the proposed rule. As 

discussed earlier in this preamble, these 

perceived impacts appear to be based on 

the belief that the Class B airspace 

modification would lead to an increased 

number of IFR and VFR flights operating 

at lower altitudes than they do today. 

The FAA finds that existing DAL IFR 

arrival and departure altitudes, flight 

paths, traffic patterns and procedures 

will not change. As noted in the NPRM, 

the Area F modification will continue to 

support IFR and VFR aircraft arriving 

and departing ADS as they do today 

without compression and ensure large 

turbine-powered aircraft flying 

instrument procedures to DAL runways 

13L/13R are contained within Class B 

airspace. 

Therefore, the FAA expects that the 

outcome of this final rule will be a 

minimal impact with positive benefits. 

Final Regulatory Flexibility 

Determination 

The Regulatory Flexibility Act of 1980 

(Pub. L. 96–354) (RFA) establishes ‘‘as a 

principle of regulatory issuance that 

agencies shall endeavor, consistent with 

the objectives of the rule and of 

applicable statutes, to fit regulatory and 

informational requirements to the scale 

of the businesses, organizations, and 

governmental jurisdictions subject to 

regulation. To achieve this principle, 

agencies are required to solicit and 

consider flexible regulatory proposals 

and to explain the rationale for their 

actions to assure that such proposals are 

given serious consideration.’’ The RFA 

covers a wide-range of small entities, 

including small businesses, not-forprofit organizations, and small 

governmental jurisdictions. 

Agencies must perform a review to 

determine whether a rule will have a 

significant economic impact on a 

substantial number of small entities. If 

the agency determines that it will, the 

agency must prepare a regulatory 

flexibility analysis as described in the 

RFA. 

However, if an agency determines that 

a rule is not expected to have a 

significant economic impact on a 

substantial number of small entities, 

section 605(b) of the RFA provides that 

the head of the agency may so certify 

and a regulatory flexibility analysis is 

not required. The certification must 

include a statement providing the 

factual basis for this determination, and 

the reasoning should be clear. 

As stated in the NPRM, the proposed 

rule would improve safety and 

efficiency by redefining Class B airspace 

boundaries and would have imposed 

only minimal costs because it would not 

have required rerouting of IFR traffic, 

could possibly have caused some VFR 

aircraft to travel alternative routes that 

were not expected to be appreciably 

longer than with the current airspace 

design, and would not have required 

updating of materials outside the 

normal update cycle. Therefore, the 

expected outcome would have been a 

minimal economic impact on small 

entities affected by the proposed 

rulemaking action. 

In the NPRM, the FAA certified that 

the proposed rule would not have a 

significant impact on a substantial 

number of small entities. The FAA 

solicited comments regarding this 

determination in the NPRM. 

Specifically, the FAA requested 

comments on whether the proposed rule 

would create any specific compliance 

costs unique to small entities with 

detailed economic analysis to support 

any cost claims. The FAA also invited 

comments regarding other small entity 

concerns with respect to the proposed 

rule. The FAA received no comments on 

this determination. 

If an agency determines that a 

rulemaking will not result in a 

significant economic impact on a 

substantial number of small entities, the 

head of the agency may so certify under 

section 605(b) of the RFA. Therefore, as 

provided in section 605(b), the head of 

the FAA certifies that this rulemaking 

will not result in a significant economic 

impact on a substantial number of small 

entities. 

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. 

The FAA assessed the potential effect 

of the proposed rule in the NPRM and 

determined that it would have only a 

domestic impact and therefore no effect 

on international trade. The FAA 

received no comments on this 

determination. 

Therefore the FAA determines that 

this final rule will have only a domestic 

impact and therefore no effect on 

international trade. 

Unfunded Mandates Assessment 

Title II of the Unfunded Mandates 

Reform Act of 1995 (Pub. L. 104–4) 

requires each Federal agency to prepare 

a written statement assessing the effects 

of any Federal mandate in a proposed or 

final agency rule that may result in an 

expenditure of $100 million or more (in 

1995 dollars) in any one year by State, 

local, and tribal governments, in the 

aggregate, or by the private sector; such 

a mandate is deemed to be a ‘‘significant 

regulatory action.’’ The FAA currently 

uses an inflation-adjusted value of 

$151.0 million in lieu of $100 million. 

This final rule does not contain such a 

mandate; therefore, the requirements of 

Title II of the Act do not apply. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

Adoption of the Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; 

AIRWAYS; ROUTES, AND REPORTING 

POINTS 

■ 1. The authority citation for part 71 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959– 

1963 Comp., p. 389. 

§ 71.1 [Amended] 

■ 2. The incorporation by reference in 

14 CFR 71.1 of the Federal Aviation 

Administration Order 7400.9X, Airspace 

Designations and Reporting Points, 

dated August 7, 2013, and effective 

September 15, 2013, is amended as 

follows: 


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Paragraph 3000 Class B Airspace. 

* * * * * 

ASW TX B Dallas/Fort Worth, TX 

Dallas/Fort Worth International Airport 

(Primary Airport) 

(Lat. 32°53′49′′ N., long. 97°02′17′′ W.) 

Point of Origin 

(Lat. 32°51′57′′ N., long. 97°01′41′′ W.) 

Cowboy VOR/DME (CVE) 

(Lat. 32°53′25′′ N., long. 96°54′14′′ W.) 

Boundaries 

Area A. That airspace extending upward 

from the surface to and including 11,000 feet 

MSL within an area bounded by a line 

beginning at the intersection of the 10–NM 

radius from the Point of Origin and Josey 

Lane at lat. 32°59′08′′ N., long. 96°53′26′′ W., 

thence southbound along Josey Lane to 

intersect Forest Lane at lat. 32°54′34′′ N., 

long. 96°52′54′′ W., thence eastbound along 

Forest Lane to intersect the 15–NM radius 

from the Point of Origin at lat. 32°54′33′′ N., 

long. 96°44′07′′ W., thence clockwise along 

the 15–NM radius to intersect the 129° 

bearing from the Point of Origin at lat. 

32°42′29′′ N., long. 96°47′52′′ W., thence 

northwest along the 129° bearing to intersect 

I–30 at lat. 32°46′04′′ N., long. 96°53′07′′ W., 

thence west along I–30 to intersect the 7–NM 

radius from the Point of Origin at lat. 

32°45′34′′ N., long. 97°05′07′′ W., thence 

clockwise along the 7–NM radius to intersect 

the 310° bearing from the Point of Origin at 

lat. 32°56′27′′ N., long. 97°08′03′′ W., thence 

northwest along the 310° bearing to intersect 

the 10–NM radius from the Point of Origin 

at lat. 32°58′23′′ N., long. 97°10′47′′ W., 

thence clockwise along the 10–NM radius to 

the point of beginning; excluding that 

airspace extending upward from the surface 

to and including 1,500 feet MSL within the 

area bounded by a line beginning at the 

intersection of the 7–NM radius from the 

Point of Origin and State Highway 10 at lat. 

32°48′39′′ N., long. 97°09′01′′ W.; thence 

eastbound along State Highway 10 to lat. 

32°49′22′′ N., long. 97°07′03′′ W.; thence 

south to intersect the 7–NM radius from the 

Point of Origin at lat. 32°46′38′′ N., long. 

97°07′06′′ W.; thence clockwise along the 7– 

NM radius from the Point of Origin to State 

Highway 10 at lat. 32°48′39′′ N., long. 

97°09′01′′ W. 

Area B. That airspace extending upward 

from 2,000 feet MSL to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 10–NM 

radius from the Point of Origin and the 310° 

bearing from the Point of Origin at lat. 

32°58′23′′ N., long. 97°10′47′′ W., thence 

southeast along the 310° bearing to intersect 

the 7–NM radius from the Point of Origin at 

lat. 32°56′27′′ N., long. 97°08′03′′ W., thence 

counterclockwise along the 7–NM radius to 

intersect I–30 at lat. 32°45′34′′ N., long. 

97°05′07′′ W., thence east along I–30 to 

intersect the 129° bearing from the Point of 

Origin at lat. 32°46′04′′ N., long. 96°53′07′′ 

W., thence southeast on the 129° bearing to 

intersect the 10–NM radius from the Point of 

Origin at lat. 32°45′38′′ N., long. 96°52′28′′ 

W., thence clockwise along the 10–NM 

radius to intersect SH–303 at lat. 32°42′23′′ 

N., long. 96°58′18′′ W., thence west along 

SH–303 to intersect the 10–NM radius from 

the Point of Origin at lat. 32°42′29′′ N., long. 

97°05′30′′ W., thence clockwise along the 10– 

NM radius to intersect the 300° bearing from 

the Point of Origin at lat. 32°56′57′′ N., long. 

97°11′58′′ W., thence northwest along the 

300° bearing to intersect the 13–NM radius 

from the Point of Origin at lat. 32°58′27′′ N., 

long. 97°15′04′′ W., thence clockwise along 

the 13–NM radius to intersect the 023° 

bearing from the Point of Origin at lat. 

33°03′56′′ N., long. 96°55′38′′ W., thence 

southwest along the 023° bearing to intersect 

the 10–NM radius from the Point of Origin 

at lat. 33°01′10′′ N., long. 96°57′02′′ W., 

thence counterclockwise along the 10–NM 

radius to the point of beginning. 

Area C. That airspace extending upward 

from 2,000 feet MSL to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 10–NM 

radius from the Point of Origin and Josey 

Lane at lat. 32°59′08′′ N., long. 96°53′26′′ W., 

thence southbound along Josey Lane to 

intersect Forest Lane at lat. 32°54′34′′ N., 

long. 96°52′54′′ W., thence eastbound along 

Forest Lane to intersect the 15–NM radius 

from the Point of Origin at lat. 32°54′33′′ N., 

long. 96°44′07′′ W., thence counter-clockwise 

along the 15–NM radius to intersect I–635 at 

lat. 32°54′42′′ N., long. 96°44′09′′ W., thence 

west along I–635 to intersect the 10–NM 

radius from the Point of Origin at lat. 

32°55′25′′ N., long. 96°50′32′′ W., thence 

counterclockwise along the 10–NM radius to 

the point of beginning. 

Area D. That airspace extending from 2,000 

feet MSL up to and including 11,000 feet 

MSL within an area bounded by a line 

beginning at the intersection of the CVE 117° 

radial and the 15–NM radius from the Point 

of Origin at lat. 32°49′06′′ N., long. 96°44′12′′ 

W., thence clockwise along the 15–NM 

radius to intersect the 129° bearing from the 

Point of Origin at lat. 32°42′29′′ N., long. 

96°47′52′′ W., thence southeast along the 129° 

bearing to intersect the 20–NM radius from 

the Point of Origin at lat. 32°39′19′′ N., long. 

96°43′16′′ W., thence counterclockwise along 

the 20–NM radius to intersect the CVE 117° 

radial at lat. 32°46′45′′ N., long. 96°38′46′′ W., 

thence northwest along the CVE 117° radial 

to the point of beginning. 

Area E. That airspace extending upward 

from 2,500 feet MSL to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of I–635 and the 

15–NM radius from the Point of Origin at lat. 

32°54′42′′ N., long. 96°44′09′′ W., thence 

clockwise along the 15–NM radius to 

intersect the CVE 117° radial at lat. 32°49′06′′ 

N., long. 96°44′12′′ W., thence southeast 

along the CVE 117° radial to intersect the 20– 

NM radius from the Point of Origin at lat. 

32°46′45′′ N., long. 96°38′46′′ W., thence 

counterclockwise along the 20–NM radius to 

intersect I–635 at lat. 32°50′40′′ N., long. 

96°38′03′′ W., thence northwest along I–635 

to the point of beginning. 

Area F. That airspace extending upward 

from 2,500 feet MSL, to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 023° 

bearing from the Point of Origin and the 13– 

NM radius from the Point of Origin at lat. 

33°03′56′′ N., long. 96°55′38′′ W., thence 

clockwise along the 13–NM radius to 

intersect I–635 at lat. 32°55′26′′ N., long. 

96°46′49′′ W., thence west along I–635 to 

intersect the 10–NM radius from the Point of 

Origin at lat. 32°55′25′′ N., long. 96°50′32′′ 

W., thence counterclockwise along the 10– 

NM radius to intersect the 023° bearing from 

the Point of Origin at lat. 33°01′10′′ N., long. 

96°57′02′′ W., thence northeast along the 023° 

bearing to the point of beginning. 

Area G. That airspace extending upward 

from 3,000 feet MSL to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 300° 

bearing from the Point of Origin and the 10– 

NM radius from the Point of Origin at lat. 

32°56′57′′ N., long. 97°11′58′′ W., thence 

counterclockwise along the 10–NM radius to 

intersect SH–303 at lat. 32°42′29′′ N., long. 

97°05′30′′ W., thence east along SH–303 to 

intersect the 10–NM radius from the Point of 

Origin at lat. 32°42′23′′ N., long. 96°58′18′′ 

W., thence counterclockwise along the 10– 

NM radius to intersect the 129° bearing from 

the Point of Origin at lat. 32°45′38′′ N., long. 

96°52′28′′ W., thence southeast along the 129° 

bearing to intersect the 20–NM radius from 

the Point of Origin at lat. 32°39′19′′ N., long. 

96°43′16′′ W., thence clockwise along the 20– 

NM radius to intersect the 217° bearing from 

the Point of Origin at lat. 32°35′56′′ N., long. 

97°15′56′′ W., thence northeast along the 217° 

bearing to intersect the 13–NM radius from 

the Point of Origin at lat. 32°41′32′′ N., long. 

97°10′57′′ W., thence clockwise along the 13– 

NM radius to intersect the 300° bearing from 

the Point of Origin at lat. 32°58′27′′ N., long. 

97°15′04′′ W., thence southeast along the 300° 

bearing to the point of beginning. 

Area H. That airspace extending upward 

from 3,000 feet MSL to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 13–NM 

radius from the Point of Origin and the 300° 

bearing from the Point of Origin at lat. 

32°58′27′′ N., long. 97°15′04′′ W., thence 

northwest along the 300° bearing to intersect 

the 20–NM radius from the Point of Origin 

at lat. 33°01′56′′ N., long. 97°22′17′′ W., 

thence clockwise along the 20–NM radius to 

intersect I–635 at lat. 32°50′40′′ N., long. 

96°38′03′′ W., thence northwest along I–635 

to intersect the 13–NM radius from the Point 

of Origin at lat. 32°55′26′′ N., long. 96°46′49′′ 

W., thence counterclockwise along the 13– 

NM radius to the point of beginning. 

Area I. That airspace extending upward 

from 3,000 feet MSL to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 20– NM 

radius from the Point of Origin and the 129° 

bearing from the Point of Origin at lat. 

32°39′19′′ N., long. 96°43′16′′ W., thence 

southeast along the 129° bearing to intersect 

the 25– NM radius from the Point of Origin 

at lat. 32°36′09′′ N., long. 96°38′41′′ W., 

thence counterclockwise along the 25– NM 

radius to intersect the CVE 117° radial at lat. 

32°44′25′′ N., long. 96°33′24′′ W., thence 

northwest along the CVE 117° radial to 

intersect the 20– NM radius from the Point 

of Origin at lat. 32°46′45′′ N., long. 96°38′46′′ 

W., thence clockwise along the 20– NM 

radius to the point of beginning. 

Area J. That airspace extending upward 

from 4,000 feet MSL to and including 11,000 


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feet MSL within an area bounded by a line 

beginning at the intersection of the 217° 

bearing from the Point of Origin and the 20– 

NM radius from the Point of Origin at lat. 

32°35′56′′ N., long. 97°15′56′′ W., thence 

counterclockwise along the 20– NM radius to 

intersect the 129° bearing from the Point of 

Origin at lat. 32°39′19′′ N., long. 96°43′16′′ 

W., thence southeast along the 129° bearing 

to intersect the 25– NM radius from the Point 

of Origin at lat. 32°36′09′′ N., long. 96°38′41′′ 

W., thence counterclockwise along the 25– 

NM radius to intersect the CVE 117° radial 

at lat. 32°44′25′′ N., long. 96°33′24′′ W., 

thence northwest along the CVE 117° radial 

to intersect the 20– NM radius from the Point 

of Origin at lat. 32°46′45′′ N., long. 96°38′46′′ 

W., thence counterclockwise along the 20– 

NM radius to intersect the 300° bearing from 

the Point of Origin at lat. 33°01′56′′ N., long. 

97°22′17′′ W., thence southeast along the 300° 

bearing to intersect the 13– NM radius from 

the Point of Origin at lat. 32°58′27′′ N., long. 

97°15′04′′ W., thence counterclockwise along 

the 13– NM radius to intersect the 217° 

bearing from the Point of Origin at lat. 

32°41′32′′ N., long. 97°10′57′′ W., thence 

southwest along the 217° bearing to intersect 

the 20– NM radius from the Point of Origin 

at lat. 32°35′56′′ N., long. 97°15′56′′ W., 

thence clockwise along the 20– NM radius to 

intersect I–20 at lat. 32°39′56′′ N., long. 

97°20′39′′ W., thence west along I–20 to 

intersect I–820 at lat. 32°41′51′′ N., long. 

97°28′14′′ W., thence north along I–820 to 

intersect the 23– NM radius from the Point 

of Origin at lat. 32°46′46′′ N., long. 97°28′17′′ 

W., thence clockwise along the 23– NM 

radius to intersect the 311° bearing from the 

Point of Origin at lat. 33°07′02′′ N., long. 

97°22′21′′ W., thence northwest along the 

311° bearing to intersect the 30– NM radius 

from the Point of Origin at lat. 33°11′37′′ N., 

long. 97°28′40′′ W., thence clockwise along 

the 30– NM radius to intersect the 315° 

bearing from the Point of Origin at lat. 

33°13′10′′ N., long. 97°26′58′′ W., thence east 

to the intersection of the 041° bearing of the 

Point of Origin and the 30– NM radius from 

the Point of Origin at lat. 33°14′36′′ N., long. 

96°38′13′′ W., thence clockwise along the 30– 

NM radius to intersect the 138° bearing from 

the Point of Origin at lat. 32°29′34′′ N., long. 

96°37′57′′ W., thence west to the intersection 

of the 217° bearing from the Point of Origin 

and the 28.3 NM radius from the Point of 

Origin at lat. 32°29′17′′ N., long. 97°21′49′′ 

W., thence northeast along the 217° bearing 

to the point of beginning. 

Area K. That airspace extending upward 

from 4,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 138° 

bearing from the Point of Origin and the 30– 

NM radius from the Point of Origin at lat. 

32°29′34′′ N., long. 96°37′57′′ W., thence 

clockwise along the 30– NM radius to 

intersect the 149° bearing from the Point of 

Origin at lat. 32°26′10′′ N., long. 96°43′26′′ 

W., thence west to the intersection of the 

210° bearing from the Point of Origin and the 

30– NM radius from the Point of Origin at lat. 

32°25′54′′ N., long. 97°19′24′′ W., thence 

clockwise along the 30– NM radius to 

intersect the 217° bearing from the Point of 

Origin at lat. 32°27′55′′ N., long. 97°23′01′′ 

W., thence northeast along the 217° bearing 

to intersect the 28.3– NM radius from the 

Point of Origin at lat. 32°29′17′′ N., long. 

97°21′49′′ W., thence east to the point of 

beginning. 

Area L. That airspace extending upward 

from 4,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 315° 

bearing from the Point of Origin and the 30– 

NM radius from the Point of Origin at lat. 

33°13′10′′ N., long. 97°26′58′′ W., thence 

clockwise along the 30– NM radius to the 

intersection of the 30– NM radius from the 

Point of Origin and the 344° bearing from the 

Point of Origin at lat. 33°20′50′′ N., long. 

97°11′33′′ W., thence east to the intersection 

of the 012° bearing from the Point of Origin 

and the 30– NM radius from the Point of 

Origin at lat. 33°21′21′′ N., long. 96°54′14′′ 

W., thence clockwise along the 30– NM 

radius to intersect the 041° bearing from the 

Point of Origin at lat. 33°14′36′′ N., long. 

96°38′13′′ W., thence west to the point of 

beginning. 

Area M. That airspace extending upward 

from 5,000 feet MSL up to and including 

11,000 feet MSL within an area bounded by 

a line beginning at the intersection of the 

311° bearing from the Point of Origin and the 

30– NM radius from the Point of Origin at lat. 

33°11′37′′ N., long. 97°28′40′′ W., thence 

counterclockwise along the 30– NM radius to 

intersect the 293° bearing from the Point of 

Origin at lat. 33°03′37′′ N., long. 97°34′32′′ 

W., thence southeast along the 293° bearing 

to intersect the 26– NM radius from the Point 

of Origin at lat. 32°02′04′′ N., long. 97°30′09′′ 

W., thence counterclockwise along the 26– 

NM radius to intersect SH–377 at lat. 

32°39′49′′ N., long. 97°28′58′′ W., thence 

southwest along SH–377 to intersect the 30– 

NM radius from the Point of Origin at lat. 

32°36′56′′ N., long. 97°32′26′′ W., thence 

counterclockwise along the 30– NM radius to 

intersect the 217° bearing from the Point of 

Origin at lat. 32°27′55′′ N., long. 97°23′01′′ 

W., thence northeast along the 217° bearing 

to intersect the 20– NM radius from the Point 

of Origin at lat. 32°35′56′′ N., long. 97°15′56′′ 

W., thence clockwise along the 20– NM 

radius to intersect I–20 at lat. 32°39′56′′ N., 

long. 97°20′38′′ W., thence west along I–20 to 

intersect I–820 at lat. 32°41′51′′ N., long. 

97°28′14′′ W., thence north along I–820 to 

intersect the 23– NM radius from the Point 

of Origin at lat. 32°46′46′′ N., long. 97°28′17′′ 

W., thence clockwise along the 23– NM 

radius to intersect the 311° bearing from the 

Point of Origin at lat. 33°07′02′′ N., long. 

97°22′21′′ W., thence northwest along the 

311° bearing to the point of beginning. 

Area N. That airspace extending upward 

from 6,000 feet MSL to and including 11,000 

feet MSL within an area bounded by a line 

beginning at the intersection of the 30– NM 

radius from the Point of Origin and the 293° 

bearing from the Point of Origin at lat. 

33°03′37′′ N., long. 97°34′32′′ W., thence 

southeast along the 293° bearing to intersect 

the 26– NM radius from the Point of Origin 

at lat. 33°02′04′′ N., long. 97°30′09′′ W., 

thence counterclockwise along the 26– NM 

radius to intersect SH–377 at lat. 32°39′49′′ 

N., long. 97°28’’58’’ W., thence southwest 

along SH–377 to intersect the 30– NM radius 

from the Point of Origin at lat. 32°36′56′′ N., 

long. 97°32′26′′ W., thence clockwise along 

the 30– NM radius to the point of beginning. 

* * * * * 

Issued in Washington, DC, on January 10, 

2014. 

Gary A. Norek, 

Manager, Airspace Policy and Regulations 

Group. 

BILLING CODE 4910–13–P 


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tkelley on DSK3SPTVN1PROD with RULESER21JA14.001</GPH>

AREAN 

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Modification of the Dallas/Fort Worth, TX Class B Airspace Area 

(Docket No. 07-AWA-3) 

AREA J 

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AREA L 100 To 

AREA A .!!! SFC 

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AREA J 

AREA K 100 

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AREA J 

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10 
3326 Federal Register / Vol. 79, No. 13 / Tuesday, January 21, 2014 / Rules and Regulations 

[FR Doc. 2014–00941 Filed 1–17–14; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 73 

[Docket No. FAA–2013–1021; Airspace 

Docket No. 13–ASO–23] 

RIN 2120–AA66 

Amendment of Restricted Areas; Camp 

Lejeune and Cherry Point, NC 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; technical 

amendment. 

SUMMARY: This action changes the name 

of the using agency for Restricted Areas 

R–5303A, B and C; R–5304A, B and C, 

Camp Lejeune, NC; and R–5306D and E, 

Cherry Point, NC. This is an 

administrative change to reflect 

organizational restructuring within the 

United States Marine Corps. It does not 

affect the boundaries, designated 

altitudes, time of designation or 

activities conducted within the affected 

restricted areas. 

DATES: Effective date: 0901 UTC, April 

3, 2014. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace Policy and 

Regulations Group, Office of Airspace 

Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

The Rule 

This action amends Title 14 Code of 

Federal Regulations (14 CFR) part 73 by 

updating the using agency name for 

Restricted Areas R–5303A, B and C, 

Camp Lejeune, NC; R–5304 A, B and C, 

Camp Lejeune, NC; and R–5306D and E, 

Cherry Point, NC. Organizational 

restructuring within the U.S. Marine 

Corps has made this action necessary. 

This is an administrative change and 

does not affect the boundaries, 

designated altitudes, or activities 

conducted within the restricted area, 

therefore, notice and public procedures 

under 5 U.S.C. 553(b) are unnecessary. 

The FAA has determined that this 

action only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. Therefore, this regulation: (1) Is 

not a ‘‘significant regulatory action’’ 

under Executive Order 12866; (2) is not 

a ‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034; February 26, 1979); and (3) 

does not warrant preparation of a 

regulatory evaluation as the anticipated 

impact is so minimal. Since this is a 

routine matter that only affects air traffic 

procedures and air navigation, it is 

certified that this rule, when 

promulgated, does not have a significant 

economic impact on a substantial 

number of small entities under the 

criteria of the Regulatory Flexibility Act. 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

Subtitle I, Section 106 describes the 

authority of the FAA Administrator. 

Subtitle VII, Aviation Programs, 

describes in more detail the scope of the 

agency’s authority. 

This rulemaking is promulgated 

under the authority described in 

Subtitle VII, Part A, Subpart I, Section 

40103. Under that section, the FAA is 

charged with prescribing regulations to 

assign the use of the airspace necessary 

to ensure the safety of aircraft and the 

efficient use of airspace. This regulation 

is within the scope of that authority as 

it makes an administrative change to the 

descriptions of Restricted Areas R– 

5303A, B and C; and R–5304A, B and 

C, Camp Lejeune, NC; and R–5306D and 

E, Cherry Point, NC to reflect 

organizational realignments within the 

U.S. Marine Corps. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with FAA 

Order 1050.1E, Environmental Impacts: 

Policies and Procedures, paragraph 

311d. This airspace action is an 

administrative change to the 

descriptions of the affected restricted 

area to update the using agency name. 

It does not alter the dimensions, 

altitudes, or times of designation of the 

airspace; therefore, it is not expected to 

cause any potentially significant 

environmental impacts, and no 

extraordinary circumstances exist that 

warrant preparation of an 

environmental assessment. 

List of Subjects in 14 CFR Part 73 

Airspace, Prohibited areas, Restricted 

areas. 

Adoption of the Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 73, as follows: 

PART 73—SPECIAL USE AIRSPACE 

■ 1. The authority citation for part 73 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959– 

1963 Comp., p. 389. 

§ 73.53 [Amended] 

■ 2. Section 73.53 is amended as 

follows: 

1. R–5303A Camp Lejeune, NC 

[Amended] 

By removing the words ‘‘Using 

agency. USMC, Commanding Officer, 

U.S. Marine Corps Base Camp Lejeune, 

NC, ’’ and add in their place ‘‘Using 

agency. USMC, Commanding General, 

Marine Corps Installations East-Marine 

Corps Base Camp Lejeune, NC’’ 

2. R–5303B Camp Lejeune, NC 

[Amended] 

By removing the words ‘‘Using 

agency. USMC, Commanding Officer, 

U.S. Marine Corps Base Camp Lejeune, 

NC, ’’ and add in their place ‘‘Using 

agency. USMC, Commanding General, 

Marine Corps Installations East-Marine 

Corps Base Camp Lejeune, NC’’ 

3. R–5303C Camp Lejeune, NC 

[Amended] 

By removing the words ‘‘Using 

agency. USMC, Commanding Officer, 

U.S. Marine Corps Base Camp Lejeune, 

NC, ’’ and add in their place ‘‘Using 

agency. USMC, Commanding General, 

Marine Corps Installations East-Marine 

Corps Base Camp Lejeune, NC’’ 

4. R–5304A Camp Lejeune, NC 

[Amended] 

By removing the words ‘‘Using 

agency. USMC, Commanding Officer, 

U.S. Marine Corps Base Camp Lejeune, 

NC, ’’ and add in their place ‘‘Using 

agency. USMC, Commanding General, 

Marine Corps Installations East-Marine 

Corps Base Camp Lejeune, NC’’ 

5. R–5304B Camp Lejeune, NC 

[Amended] 

By removing the words ‘‘Using 

agency. USMC, Commanding Officer, 

U.S. Marine Corps Base Camp Lejeune, 

NC, ’’ and add in their place ‘‘Using 

agency. USMC, Commanding General, 

Marine Corps Installations East-Marine 

Corps Base Camp Lejeune, NC’’ 

6. R–5306D Cherry Point, NC 

[Amended] 

By removing the words ‘‘Using 

agency. USMC, Commanding Officer, 

U.S. Marine Corps Base Camp Lejeune, 

NC, ’’ and add in their place ‘‘Using 

agency. USMC, Commanding General, 


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