4356 Federal Register / Vol. 78, No. 14 / Tuesday, January 22, 2013 / Proposed Rules 

Issued in Washington, DC, on December 

12, 2012. 

Gary A. Norek, 

Manager, Airspace Policy and ATC 

Procedures Group. 

[FR Doc. 2013–01067 Filed 1–18–13; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–1168; Airspace 

Docket No. 07–AWA–3] 

RIN 2120–AA66 

Proposed Modification of the Dallas/ 

Fort Worth Class B Airspace Area; TX 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

modify 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 proposing these actions to further 

support its national airspace redesign 

goal of optimizing terminal and en route 

airspace areas to enhance safety, 

improving the flow of air traffic, and 

reducing the potential for near midair 

collision in the DFW terminal area. 

DATES: Comments must be received on 

or before March 25, 2013. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, M– 

30, 1200 New Jersey Avenue SE., West 

Building Ground Floor, Room W12–140, 

Washington, DC 20590–0001; telephone: 

(202) 366–9826. You must identify FAA 

Docket No. FAA–2012–1168 and 

Airspace Docket No. 07–AWA–3 at the 

beginning of your comments. You may 

also submit comments through the 

Internet at http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Colby Abbott, Airspace Policy and ATC 

Procedures Group, AJV–113, Office of 

Airspace Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA– 

2012–1168 and Airspace Docket No. 07– 

AWA–3) and be submitted in triplicate 

to the Docket Management Facility (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at 

http://www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket Nos. FAA–2012–1168 and 

Airspace Docket No. 07–AWA–3.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

All communications received on or 

before the specified closing date for 

comments will be considered before 

taking action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

closing date for comments. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

Availability of NPRM’s 

An electronic copy of this document 

may be downloaded through the 

Internet at http://www.regulations.gov. 

You may review the public docket 

containing the proposal, any comments 

received and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9:00 a.m. and 

5:00 p.m., Monday through Friday, 

except Federal holidays. An informal 

docket may also be examined during 

normal business hours at the office of 

the Central Service Center, Operations 

Support Group, Federal Aviation 

Administration, 2601 Meacham Blvd. 

Fort Worth, TX 76137. 

Persons interested in being placed on 

a mailing list for future NPRMs should 

contact the FAA’s Office of Rulemaking, 

(202) 267–9677, for a copy of Advisory 

Circular No. 11–2A, Notice of Proposed 

Rulemaking Distribution System, which 

describes the application procedure. 

Background 

In 1973, the FAA issued a final rule 

(38 FR 13635) which established the 

Dallas-Fort Worth, TX, Terminal Control 

Area (TCA) around the Dallas-Fort 

Worth Airport, later renamed the Dallas/ 

Fort Worth International Airport (DFW), 

with an effective date of September 30, 

1973. In 1993, the FAA issued the 

Airspace Reclassification final rule (56 

FR 65638), which replaced the term 

‘‘terminal control area’’ with the term 

‘‘Class B airspace area.’’ 

The primary purpose of Class B 

airspace 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 policy requires that 

Class B airspace areas be designed to 

contain all instrument procedures and 

that air traffic controllers vector aircraft 

to remain within Class B airspace after 

entry. If it becomes necessary to extend 

the flight path outside Class B airspace 

for spacing, controllers must inform the 

aircraft when leaving and re-entering 

Class B airspace. However, in the 

interest of safety, FAA policy dictates 

that such extensions be the exception 

rather than the rule. 

The configuration of the Dallas/Fort 

Worth Class B airspace area has been 

modified five times since being 

established as a TCA, with the last 

modification accomplished in 1996. In 

1978, 1984, and 1986, the FAA issued 

final rules (43 FR 17937, 49 FR 25424, 

and 51 FR 19749) to fully contain large 

turbine-powered aircraft within TCA 

airspace as the aircraft flew instrument 

procedures to and from DFW. In 1992, 

the FAA issued a final rule (57 FR 166) 

that revoked the Airport Radar Service 

Area surrounding DAL and incorporated 

the airport into the surface area of the 

Dallas Fort-Worth TCA. The FAA 

determined the mix of small propeller 

and high performance aircraft at lower 

altitudes around DAL necessitated 

modifying the TCA design to include 

DAL within the TCA in the interest of 

flight safety and that it would result in 

a greater degree of protection for the 

greatest number of people during fight 

in the DFW terminal area. In 1996, the 

FAA issued the last rule (61 FR 47815) 

modifying the Dallas/Fort Worth Class B 

airspace area. That rule raised the upper 

limit of the Class B airspace area to 

11,000 feet mean sea level (MSL), except 

in the northern and southern portions of 

the airspace area, and redefined several 

existing subareas to improve the flow of 

aviation traffic and enhance safety in 

the Class B airspace area while 


tkelley on DSK3SPTVN1PROD with 
Federal Register / Vol. 78, No. 14 / Tuesday, January 22, 2013 / Proposed Rules 4357 

accommodating the concerns of airspace 

users. 

Since the last Dallas/Fort Worth Class 

B airspace modification in 1996, the air 

traffic operations into and out of both 

DFW and DAL have changed 

dramatically due to increased traffic 

levels, a considerable different fleet mix, 

updated instrument approach and 

departure procedures, and airport 

infrastructure improvements. The Class 

B airspace configuration has not kept 

pace with airport expansions and 

increasing operations and the current 

design makes it difficult to comply with 

FAA’s policy to contain certain aircraft 

operations within Class B airspace. For 

calendar years 2009, 2010, and 2011, 

DFW documented 638,782; 652,258; and 

646,803 total airport operations and was 

rated 4th among all Commercial Service 

Airports with 26,663,984; 27,100,656; 

and 27,518,358 passenger enplanements 

each year, respectively. During the same 

calendar year periods, DAL documented 

172,962; 168,544; and 179,198 total 

airport operations. 

Under the current Class B airspace 

configuration, aircraft routinely enter, 

exit, and then re-enter Class B airspace 

while flying published instrument 

approach procedures to DFW runway 

13R, DAL runways 31R and 31L, and 

DAL runways 13R and 13L, which is 

contrary to FAA Orders. Modeling of 

existing traffic flows has shown that the 

proposed Dallas/Fort Worth Class B 

airspace modifications would enhance 

safety by containing all instrument 

procedures, and associated traffic 

patterns, at DFW and DAL within the 

confines of Class B airspace and better 

segregate IFR aircraft arriving and 

departing DFW and DAL and the VFR 

aircraft operating in the vicinity of the 

Dallas/Fort Worth Class B airspace area. 

The proposed Class B airspace 

modifications described in this NPRM 

are intended to address these issues. 

Changes Needed to Existing Class B 

Airspace 

The current Class B design does not 

fully contain large turbine-powered 

aircraft flying instrument arrival 

procedures to DFW and DAL once they 

have entered the airspace as required by 

FAA policy. With a renewed safety 

emphasis on retaining all large turbinepowered aircraft within the Class B 

airspace to avoid mixing with other 

aircraft that are not in contact with Air 

Traffic Control (ATC), keeping those 

aircraft within the existing Dallas/Fort 

Worth Class B airspace is not always 

possible. For example, when operations 

are on a south flow, arrivals to DFW 

runway 13R flying straight-in from 

Bowie, TX, routinely exit the bottom of 

the Class B airspace shelf with a 5,000 

foot MSL floor and re-enter the side of 

the Class B airspace shelf with a 4,000 

foot MSL floor. Approximately half of 

the arrivals to DAL runways 13R and 

13L from the northeast exit the bottom 

of the Class B airspace shelf with a 

3,000 foot MSL floor into the Addison, 

TX (ADS), Class D airspace and re-enter 

the side of the Class B airspace shelf 

with a 2,000 foot MSL floor. When 

operations are on a north flow, aircraft 

arrivals to DAL runways 31R and 31L 

flying straight-in from Cedar Creek, TX, 

routinely exit the bottom of the Class B 

airspace shelf with a 4,000 foot MSL 

floor and re-enter the side of the Class 

B airspace shelf with a 2,500 foot MSL 

floor or the surface area, or they exit the 

bottom of the Class B airspace shelf with 

a 2,500 foot MSL floor and re-enter the 

side of the surface area. 

Pre-NPRM Public Input 

In January 2008, an Ad Hoc 

Committee was formed to provide 

comments and recommendations for the 

FAA to consider in designing a 

proposed modification to the Dallas/ 

Fort Worth Class B airspace area. The 

committee met three times between 

January and April, 2008, and forwarded 

three recommendations to the FAA on 

May 16, 2008. The Ad Hoc Committee 

membership consisted of 

representatives from the City of DallasDepartment of Aviation, Aircraft 

Owners and Pilots Association (AOPA), 

National Business Aviation Association 

(NBAA), Texas Soaring Association, 

Skydive Dallas, American and 

Southwest Airlines, and representatives 

from Addison Airport, TX (ADS); 

Lancaster Regional Airport, TX (LNC); 

and Mesquite Metro Airport, TX (HQZ). 

In addition, as announced in the 

Federal Register (73 FR 50258), 

informal airspace meetings were held on 

November 3, 2008, at the Lancaster 

Recreation Center, Lancaster, TX; on 

November 6, 2008, at the Cavanaugh 

Flight Museum, Addison, TX; on 

November 13, 2008, at the Denton 

Airport Terminal Building, Denton, TX; 

and on November 18, 2008, at the 

Mesquite Airport Terminal Building, 

Mesquite, TX. The purpose of these 

meetings was to provide interested 

airspace users with an opportunity to 

present their views and offer 

suggestions regarding planned 

modifications to the Dallas/Fort Worth 

Class B airspace area. All substantive 

comments received as a result of the 

informal airspace meetings and the 

recommendations made by the Ad Hoc 

Committee were considered in 

developing this proposal. 

Discussion of Recommendations and 

Comments 

Ad Hoc Committee Recommendations 

As a starting point for discussion, a 

preliminary Class B design was 

presented to the Ad Hoc Committee for 

review. In general, the preliminary 

design proposal consisted of lowering 

Class B airspace subarea floors within 

portions of existing Class B airspace 

northwest, north, and northeast of DFW 

and southeast of DAL to ensure 

containment of large turbine-powered 

aircraft flying instrument procedures 

within Class B airspace. Specifically, a 

portion of existing Class B airspace 

(Area G) northwest of DFW was lowered 

1,000 feet to support aircraft flying 

instrument approaches to DFW runway 

13R; portions of existing Class B 

airspace (Areas D, E, & F) north of DFW 

were lowered 500 feet to 1,000 feet to 

support aircraft flying instrument 

approaches to DFW runways 17R, 17C, 

and 17L and runways 18R and 18L; a 

portion of existing Class B airspace 

(Area D) northeast of DFW was lowered 

500 feet to support aircraft flying 

instrument approaches to DAL runways 

13R and 13L; and portions of existing 

Class B airspace (Areas C & E) southeast 

of DAL were lowered 1,000 feet to 1,500 

feet to support aircraft flying instrument 

approaches to DAL runways 31R and 

31L. The preliminary design also 

expanded the Class B airspace boundary 

north of DFW to a 30 nautical mile (NM) 

radius of the Point of Origin, over the 

Ray Roberts Lake, to contain aircraft 

within Class B airspace when DFW is on 

a southerly landing flow. The Ad Hoc 

Committee submitted three 

recommendations to the FAA regarding 

the proposed modifications of the DFW 

Class B airspace area. 

The Ad Hoc Committee was 

concerned with the proposed 

preliminary design that lowered a 

portion of existing Class B airspace 

(Area E) located southeast of DAL 

between 20–NM and 30–NM of the 

Point of Origin from a 4,000 feet MSL 

floor to a 2,500 feet MSL floor. They 

stated lowering the Class B airspace in 

this subarea to 2,500 feet MSL 

compromised safety by compressing 

general aviation traffic attempting to 

transit through that area. They 

recommended the FAA split this 

proposed subarea into two sections and 

raise the Class B airspace floors for one 

section to 3,000 feet MSL and the other 

to 4,000 feet MSL with the boundary 

between the two determined by the 

point where instrument approaches to 

the DAL runways 31R and 31L fall 

below 4,000 feet MSL. 


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4358 Federal Register / Vol. 78, No. 14 / Tuesday, January 22, 2013 / Proposed Rules 

The FAA accepted the Ad Hoc 

Committee’s recommendation to split 

the proposed subarea and raise the Class 

B airspace floor altitude(s). After 

reviewing the DAL runway 31R and 31L 

arrival flight tracks from the southeast, 

the FAA determined a single, smaller 

Class B airspace subarea with the floor 

altitude raised would contain the 

instrument procedures and large 

turbine-powered aircraft flying the 

procedures within Class B airspace. The 

proposed subarea (Area I) has been 

reduced in size by half from the original 

design to only extend between 20–NM 

and 25–NM from the Point of Origin 

with the floor raised from 2,500 feet 

MSL to 3,000 feet MSL. The FAA 

incorporated these proposal changes to 

overcome the Ad Hoc Committee’s 

safety concerns of compressing general 

aviation aircraft flying in the area while 

still containing aircraft flying the 

instrument approaches to DAL runways 

31R and 31L within Class B airspace. 

The Ad Hoc Committee was also 

concerned with the design of existing 

Class B airspace (Area D) northeast of 

DFW and directly over the ADS Class D 

airspace area that was lowered from 

3,000 feet MSL to 2,500 feet MSL. They 

commented that VFR aircraft entering 

and leaving the ADS Class D airspace 

area would be unnecessarily 

compressed with these changes and 

recommended the FAA determine an 

arc, parallel to the existing 10–NM Class 

B airspace surface area arc, to define a 

smaller Class B airspace subarea with a 

2,500 foot MSL floor. They argued this 

mitigation would retain the existing 

ceiling on the North and East side of the 

ADS Class D airspace area and eliminate 

the possibility for the compression 

noted above. 

The FAA redefined the outer 

boundary of the proposed Class B 

airspace subarea with an arc, parallel to 

the 10–NM arc of the Class B surface 

area boundary, to prevent overlapping 

the entire ADS Class D airspace area 

with a 2,500 foot MSL Class B airspace 

floor. The FAA also reduced the size of 

the proposed subarea (Area F) by 

matching the outer boundary with the 

13–NM arc of the adjacent existing Class 

B airspace (Area B) located north of 

DFW. The proposed Class B airspace 

subarea (Area F) would be established 

with a 2,500 foot MSL floor between the 

10–NM and 13–NM arcs of the Point of 

Origin and the adjacent existing Class B 

airspace (Area B) segments. The Class B 

airspace located northeast of DFW 

outside the 13–NM arc from the Point of 

Origin would remain unchanged with 

the existing 3,000 foot MSL floor. 

Reducing the size of the proposed Class 

B airspace (Area F) would continue to 

support VFR aircraft ingressing and 

egressing ADS from/to the East without 

compression, as addressed by the Ad 

Hoc Committee, and ensure large 

turbine-powered aircraft flying 

instrument procedures to DAL runways 

13R and 13L are contained within Class 

B airspace. 

Additionally, to overcome potential 

confusion, unintentional airspace 

incursions, or perceived flight safety 

issues associated with the ADS Class D 

airspace area having two different 

ceilings as a result of this proposed 

action, the FAA is also considering 

amending the ADS Class D airspace area 

with a single ceiling, ‘‘to but not 

including 2,500 feet MSL,’’ as a separate 

airspace action. Consideration of this 

amendment action would not affect VFR 

aircraft ingressing and egressing ADS 

from/to the East, as noted by the Ad Hoc 

Committee. 

Lastly, the Ad Hoc Committee 

recommended the FAA use prominent 

visual landmarks to depict boundaries 

and redefine the northern boundary of 

the Dallas/Fort Worth Class B airspace 

area using the southern shore and dam 

of the Ray Roberts Lake or the secondary 

road that is adjacent to the lake. They 

reiterated the importance of new Class 

B airspace boundaries being defined by 

prominent visual landmarks for easy 

identification by non-participating VFR 

aircraft flying in the vicinity of those 

boundaries. 

The FAA agrees that using prominent 

landmarks, when available and 

supportive, to describe Class B airspace 

boundaries enables non-participant VFR 

aircraft to visually identify the 

boundaries and to avoid unintended 

incursions into Class B airspace. As 

such, the northern boundary described 

in the proposed Dallas/Fort Worth Class 

B airspace area (new Area L) was 

changed from a 30–NM radius of the 

Point of Origin, which extends over the 

Ray Roberts Lake, to a boundary that is 

parallel to the existing northern 

boundary and intersects the southernmost point of the Ray Roberts Lake dam 

for visual reference by non-participating 

VFR aircraft. 

Informal Airspace Meeting Comments 

Thirty-three comments and one 

petition signed by forty-one individuals 

addressed concerns with the Class B 

airspace extension north of DFW, which 

was designed to protect aircraft flying 

approaches from the north into DFW. 

The proposed extension involves 

lowering a portion of one existing Class 

B airspace subarea (Area D) from 3,000 

feet MSL to 2,500 feet MSL, as well as 

lowering a portion of the floors in two 

other existing subareas (Areas E and F) 

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

over the Hidden Valley and Lakeview 

areas. The commenters requested that 

the existing Class B airspace floor be 

retained based on obstacle clearance 

issues with existing towers in the area; 

increased noise and emissions 

associated with large turbine-powered 

aircraft and VFR aircraft flying at lower 

altitudes over residential areas; 

economic consequences to VFR aircraft 

based on increased fuel burn associated 

with flying at lower altitudes or longer 

distances to circumnavigate the new 

area; and safety implications associated 

with increased numbers of aircraft at the 

lower, compressed altitudes. 

The FAA reviewed the proposed Class 

B airspace extension north of DFW and 

alternatives available to contain the 

large turbine-powered aircraft flying 

instrument procedures within Class B 

airspace. In lieu of proposing to lower 

existing Class B airspace north of DFW 

as noted above, the FAA initiated 

procedural changes, which included 

modifying the instrument approach 

procedures and changing turn-on 

altitudes for aircraft flying approaches 

to DFW runways 17R, 17C, and 17L, and 

runways 18R and 18L. The FAA 

determined the procedural change 

actions would ensure consistent 

containment of large turbine-powered 

aircraft within Class B airspace and 

therefore is not pursuing this proposed 

Class B airspace modification north of 

DFW. 

Nine comments were received about 

the proposed lower Class B airspace 

extension southeast of DAL, with seven 

opposing the extension altogether and 

one suggesting to raise the Class B 

airspace floor for a segment of the 

proposed extension. Six of the 

commenters were concerned about 

compression of VFR aircraft and the 

lack of viable altitudes for bi-directional 

VFR flight in an area frequently used by 

VFR aircraft. Four of the commenters 

argued that lowering the Class B 

airspace extension would force Dallas 

Executive Airport (RBD) and Lancaster 

Regional Airport (LNC) departures 

flying East and Northeast to remain at 

low altitudes for extended distances 

until clear of the extension; create a 

narrow corridor between the towers 

located at Cedar Hill (southwest of RBD) 

and the proposed extension (southeast 

of RBD) that student pilots flying out of 

RBD would have to remain within; and 

increase the potential for numerous 

unintended incursions into the 

proposed extension. Lastly, one 

commenter highlighted increased noise 

concerns with large turbine-powered 

aircraft flying at lower altitudes inbound 

to DAL, and one commenter contended 


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Federal Register / Vol. 78, No. 14 / Tuesday, January 22, 2013 / Proposed Rules 4359 

DAL was not a primary airport and the 

associated instrument procedures were 

not required to be contained within 

Class B airspace. 

While the FAA acknowledges the 

commenters’ concerns, the lower Class 

B airspace floors southeast of DAL are 

necessary to contain the existing large 

turbine-powered aircraft flying DAL 

instrument procedures in use today 

within Class B airspace. Lowering a 

portion of existing Class B airspace 

(Area C) southeast of DAL between 15– 

NM and 20–NM of the Point of Origin 

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

as well as a portion of existing Class B 

airspace (Area E) southeast of DAL 

between 20–NM and 25–NM of the 

Point of Origin, as proposed, would 

mitigate the commenters’ concerns as 

much as possible while still containing 

large turbine-powered aircraft within 

Class B airspace. However, comments 

are invited on this proposal. 

The FAA also acknowledges that 

compression issues may result where 

pilots elect to fly below the floor of 

Class B airspace. The Dallas/Fort Worth 

terminal area encompasses not only the 

FAA’s fourth busiest airport (with over 

686,000 airport operations in CY 2011), 

but also DAL in close proximity (with 

over 179,000 airport operations in CY 

2011). Plus, there are numerous other 

airports situated in and around the 

Dallas/Fort Worth terminal area that 

contribute to the complex, high density 

airspace environment containing a very 

diverse mix of aircraft types and 

aviation activities. Currently, large 

turbine-powered aircraft and VFR 

aircraft are flying simultaneously in the 

same airspace. It is an essential safety 

requirement to segregate the DFW and 

DAL traffic from the non-participating 

VFR aircraft that may not be in 

communication with ATC. 

Consequently, some non-participating 

VFR aircraft may have to fly a little 

further, or at different altitudes, in order 

to remain clear of the proposed Class B 

airspace area. 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 should be circumnavigating 

the Class B airspace, flying beneath the 

Class B airspace, utilizing a charted VFR 

flyway, or requesting Class B clearance 

from the Dallas/Fort Worth Terminal 

Radar Approach Control (TRACON). 

Seven commenters objected to 

lowering a portion of existing Class B 

airspace (Area D) northeast of DFW 

between 10–NM and 13–NM of the 

Point of Origin from 3,000 feet MSL to 

2,500 feet MSL to establish a proposed 

Class B airspace Area F. The 

commenters again noted increased noise 

and flight safety concerns associated 

with a lower Class B airspace floor 

based on large turbine-powered jets 

flying lower and a portion of the ADS 

Class D airspace area being reduced 500 

feet. One commenter was concerned the 

lower Class B airspace shelf would 

negatively impact flights into both ADS 

and DAL. Another commenter argued 

that the proposed lower Class B airspace 

northeast of DFW provided only a 500 

foot clearance between the floor of the 

Class B airspace and the JERIT final 

approach fix of the runway 15 ILS 

approach to ADS; highlighting that this 

minimal altitude separation jeopardized 

IFR traffic in both airspaces. 

The FAA considered the Ad Hoc 

Committee’s recommendation to reduce 

the size of this proposed subarea (Area 

F), as discussed previously, and defined 

the outer boundary so the proposed 

subarea would not overlay the entire 

ADS Class D airspace area. The proposal 

retains the proposed 2,500 foot MSL 

floor, but reduces the lateral size of the 

proposed subarea (Area F) by adjusting 

the outer boundary to match the 13–NM 

arc of the adjacent existing Class B 

airspace (Area B) segment located north 

of DFW. The proposed Class B airspace 

subarea (Area F) presented at the 

informal airspace meetings would be 

established with a 2,500 foot MSL floor 

between the 10–NM and 13–NM arcs 

from the Point of Origin and the 

adjacent existing Class B airspace (Area 

B) segments. The existing Class B 

airspace located northeast of DFW 

outside the 13–NM arc from the Point of 

Origin would remain unchanged. As 

previously mentioned, the proposed 

Class B airspace (Area F) would 

continue to support VFR aircraft 

ingressing and egressing ADS from/to 

the East without compression and 

would contain the large turbinepowered aircraft currently flying the 

instrument procedures to DAL runways 

13R and 13L within Class B airspace. No 

adjustments or changes to existing 

traffic flows, traffic patterns, or assigned 

altitudes are anticipated as a result of 

this proposed Class B subarea. It is not 

expected that there would be an 

increase in noise or loss of flight safety 

associated with lower flying aircraft as 

a result of this proposal. Additionally, 

aircraft arriving and departing ADS 

would continue to be able to use 

existing landmarks. Further, aircraft 

operating in the ADS Class D and DFW 

Class B airspace areas northeast of DFW 

would continue to be positively 

controlled and required to be in contact 

with ATC (ADS control tower, DAL 

control tower, or DFW TRACON) using 

existing frequency procedures. This 

positive control and communication 

requirement would ensure established 

separation standards are applied and 

flight safety is not compromised. 

As mentioned before, to overcome 

potential confusion, unintentional 

airspace incursions, or perceived flight 

safety issues associated with the ADS 

Class D airspace area having two 

different ceilings, the FAA is also 

considering amending the ADS Class D 

airspace with a single ceiling, ‘‘to but 

not including 2,500 feet MSL,’’ as a 

separate airspace action. Consideration 

of this amendment would not affect VFR 

aircraft ingressing and egressing ADS 

from/to the East, VFR aircraft 

circumnavigating Class B airspace, or 

large turbine-powered aircraft flying 

instrument procedures to/from DAL. 

Two comments recommended the 

FAA consider incorporating the sliver of 

existing Class B airspace (Area B) 

located southwest and south of ADS 

[north of DAL] with a 2,000 foot MSL 

floor into the proposed Class B airspace 

subarea (Area F) northeast of DFW with 

a 2,500 foot MSL floor. The commenters 

offered that inclusion of the sliver of 

existing Class B airspace into a larger 

proposed Class B airspace extension 

northeast of DFW would reduce the 

complexity of Class B airspace in that 

area, as well as reduce the associated 

chart clutter. 

Including the sliver of existing Class 

B airspace (Area B) that has a 2,000 foot 

MSL floor into the proposed Area F 

with a 2,500 foot MSL floor would be 

counterproductive to the FAA’s efforts 

to ensure large turbine-powered aircraft 

flying instrument procedures would be 

contained within Class B airspace. The 

sliver of existing Class B airspace (Area 

B) is necessary to contain aircraft 

descending to 2,000 feet MSL for a 6– 

NM to 8–NM left base for turn-on to 

intercept the DAL ILS/RNAV/RNP 

approaches to runways 13R and 13L. 

This tight turn-on, from 2,000 feet MSL, 

to DAL is necessary to remain clear of 

air traffic landing at DFW on runway 

17L. 

Conversely, lowering the proposed 

Class B airspace (Area F) northeast of 

DFW to reflect a 2,000 foot MSL floor 

to match the sliver of existing Class B 

airspace (Area B), to overcome chart 

clutter and airspace complexity 

concerns, would be inappropriate as it 

would incorporate more airspace in the 

Class B airspace configuration than is 

necessary. Therefore, the FAA is not 

proposing any amendment to the sliver 

of existing Class B airspace (Area B) 

discussed above. 

One commenter challenged the 

necessity of lowering the airspace 

extensions northwest of DFW and 


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southeast of DAL to contain the 

instrument procedures for DFW and 

DAL since the areas extend beyond the 

reliable ILS service volume distance of 

18–NM as addressed in the Aeronautical 

Information Manual (paragraph 1–1–9). 

The proposed Class B airspace 

extension southeast of DAL actually 

overlaps the ILS Localizer service area 

volumes supporting DAL runways 31R 

and 31L. The ILS Localizer service 

volumes supporting DFW runways 13R 

and 13L extend out the standard 18– 

NM; however, simultaneous ILS 

approach operations to those runways 

require the aircraft being turned onto 

parallel final approach courses be 

separated by 3 miles longitudinally, or 

1,000 feet vertically until they are 

established on the final approach 

course. As such, the Class B airspace 

extension northwest of DFW was 

proposed with the minimum amount of 

airspace necessary to contain the large 

turbine-powered aircraft flying the 

procedures within Class B airspace. 

One commenter opposed lowering a 

portion of existing Class B airspace 

(Area G) located northwest of DFW from 

5,000 feet MSL to the proposed 4,000 

feet MSL, stating that the lower Class B 

airspace would force transient nonparticipating VFR aircraft to fly closer to 

multiple 3,000 foot towers located just 

northwest of the DFW Class B airspace 

area. 

The multiple 3,000 foot towers 

addressed by the commenter are located 

approximately 12–NM outside the 

nearest Dallas/Fort Worth Class B 

airspace area boundary. The nearest 

existing Class B airspace subarea (Area 

F) to these towers has a 4,000 foot MSL 

floor and is not affected by this action. 

Lowering a portion of existing Class B 

airspace (Area G) from 5,000 feet MSL 

to 4,000 feet MSL would also not affect 

any VFR aircraft operating in the 

vicinity of the towers. 

Lastly, one comment was received 

stating that unless additional data could 

be provided, the 11,000 foot MSL 

ceiling of the Dallas/Fort Worth Class B 

airspace area was not needed. The 

commenter recommended the FAA take 

note of other busy terminal airspace 

areas that do not use such a high ceiling; 

using the New York City Class B and 

Boston Class B airspaces with 7,000 foot 

MSL ceilings as examples. The 

commenter further determined that the 

DFW Class B airspace area could safely 

operate with a ceiling of 8,500 feet MSL 

and argued this would have a positive 

impact on all airspace users by 

decongesting air traffic control 

frequencies and permitting nonparticipating VFR pilots to transition the 

DFW Class B airspace area without the 

need to contact the Dallas/Fort Worth 

TRACON. 

Although other locations have Class B 

airspace ceilings lower than the Dallas/ 

Fort Worth Class B airspace area, Class 

B airspace dimensions are individually 

tailored to meet site-specific 

requirements. The Class B airspace area 

proposed in this action is the minimum 

amount of airspace necessary to contain 

large turbine-powered aircraft flying 

instrument arrival and departure 

procedures within Class B airspace. 

Additionally, the existing 10,000 foot/ 

11,000 foot MSL Dallas/Fort Worth 

Class B airspace ceiling was established 

in 1996 (61 FR 47815) to accommodate 

arriving aircraft using standard 

instrument arrival routes and departing 

aircraft using standard instrument 

departure routes into and out of the 

DFW Metroplex area. Lowering the 

Class B airspace area ceilings would mix 

the large turbine-powered aircraft flying 

on the eight primary arrival and sixteen 

departure routes to and from DFW and 

DAL, transitioning between the en route 

and terminal airspace environments, 

with the uncontrolled VFR aircraft 

transiting over the top of the Class B 

airspace area. By keeping the Dallas/ 

Fort Worth Class B airspace ceilings 

unchanged at 10,000 feet/11,000 feet 

MSL, the FAA is able to provide 

positive control to IFR aircraft arriving 

and departing DFW and DAL and the 

VFR aircraft that have obtained Class B 

airspace clearances from the nonparticipating VFR aircraft transiting in 

the vicinity of the Class B airspace area. 

Having VFR aircraft that are not in 

communication with ATC operating in 

this terminal airspace area reduces the 

margin of safety in the high volume 

airspace surrounding the FAA’s fourth 

busiest airport. For these reasons, the 

FAA is not proposing to change the 

Dallas/Fort Worth Class B airspace area 

ceilings. 

The Proposal 

The FAA is proposing an amendment 

to 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 (depicted on 

the attached chart) proposes to lower 

the northern portion of existing Area G 

located northwest of DFW to 4,000 feet 

MSL, lower a portion of existing Area D 

located northeast of DFW between the 

10–NM and 13–NM arcs from the Point 

of Origin to 2,500 feet MSL, lower 

approximately the southern half of 

existing Area C located southeast of 

DAL to 2,000 feet MSL, lower a portion 

of existing Area E located southeast of 

DAL between the 20–NM and 25–NM 

arcs from the Point of Origin to 3,000 

feet MSL, and redefine the northern 

boundary of the Class B airspace area 

using the Ray Roberts Lake dam. The 

Class B airspace ceiling would remain 

unchanged. These proposed 

modifications to the Dallas/Fort Worth 

Class B airspace area would provide the 

minimum airspace necessary to contain 

the existing large turbine-powered 

aircraft flying instrument procedures to 

and from DFW and DAL within the 

confines of Class B airspace. 

Except for existing Area A, which 

extends upward from the surface to and 

including 11,000 feet MSL within an 

area surrounding the point of origin, 

DFW, and DAL, the proposed 

descriptions of all other subareas that 

make up the Dallas/Fort Worth Class B 

airspace area would be 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. The current Dallas/Fort 

Worth Class B airspace area consists of 

eight subareas (A through H) while the 

proposed configuration would consist of 

fourteen subareas (A through N). The 

proposed revisions to the Dallas/Fort 

Worth Class B airspace area, 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 not proposing any 

changes to Area A. 

Area B. Area B extends upward from 

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

the Class B airspace contained in the 

current Area B that is located north, 

west, and south of DFW. The FAA is not 

proposing any changes to this portion of 

that Class B airspace. 

Area C. Area C extends upward from 

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

the Class B airspace contained in the 

current Area B that is located east of 

DFW. The FAA is not proposing any 

changes to this portion of that 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°T/111°M radial clockwise to the 

129°T/123°M bearing from the Point of 

Origin and between 15–NM and 20–NM 

of the Point of Origin. This new area 

would lower a portion of Class B 

airspace contained in the current Area 

C, south of the CVE 117°T/111°M radial, 

by 500 feet to overcome the issue of 

aircraft arriving DAL runways 31R and 

31L from the southeast exiting the 

bottom of the Class B airspace shelf with 

a 2,500 foot MSL floor and then 


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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 Class B airspace contained in the 

current Area C that is not incorporated 

in the new Area D described above. The 

FAA is not proposing any changes to 

this 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°T/017°M bearing 

from the Point of Origin clockwise to 

Interstate I–635 and between 10–NM 

and 13–NM of the Point of Origin. This 

new area would lower a portion of Class 

B airspace contained in the current Area 

D, northeast of DFW, by 500 feet to 

overcome the issue of aircraft arriving 

DAL runways 13R and 13L from the 

northeast exiting the bottom of the Class 

B airspace shelf with a 3,000 foot MSL 

floor, flying through the ADS Class D 

airspace area, and then reentering the 

side of the Class B airspace shelf 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 

current Area D that is located south of 

DFW. The FAA is not proposing any 

changes to this portion of that Class B 

airspace. 

Area H. Area H extends upward from 

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

the Class B airspace contained in the 

current Area D that is located north of 

DFW and not incorporated in the new 

Area F described above. The FAA is not 

proposing any changes to this 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°T/ 

111°M radial clockwise to the 129°T/ 

123°M bearing from the Point of Origin 

between 20–NM and 25–NM of the 

Point of Origin. This new area would 

lower a portion of Class B airspace 

contained in the current Area E by 1,000 

feet to overcome the issue of aircraft 

arriving DAL runways 31R and 31L 

from the southeast exiting the bottom of 

the Class B airspace shelf with a 4,000 

foot MSL floor and then reentering the 

side of the Class B airspace shelf 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 Class B airspace contained in the 

current Area E with an extension 

northwest of DFW that would include a 

portion of Class B airspace contained in 

the current Area G, northwest of the 

311°T/305°M bearing from the Point of 

Origin. This new area would overcome 

the issue of aircraft arriving DFW 

runways 13R and 13L from the 

northwest exiting the bottom of the 

Class B airspace shelf with a 5,000 foot 

MSL floor and then reentering the side 

of the Class B airspace shelf 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 

current Area F that is located south of 

DFW. The FAA is not proposing any 

changes to this portion of that Class B 

airspace. 

Area L. Area L extends upward from 

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

the Class B airspace contained in the 

current Area F that is located north of 

DFW. The FAA is proposing to extend 

the northern boundary further north, 

parallel to the existing boundary, 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 

proposing any changes to this 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 

current Area H. The FAA is not 

proposing any changes to this Class B 

airspace. 

Finally, this proposed action would 

update 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 proposed 

modifications to the Dallas/Fort Worth 

Class B airspace area would 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 listed in the Dallas/Fort 

Worth Class B airspace description in 

this NPRM are stated in degrees relative 

to both True North and Magnetic North. 

Additionally, all geographic coordinates 

for this proposed action 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 

7400.9W, Airspace Designations and 

Reporting Points, dated August 8, 2012, 

and effective September 15, 2012, 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. 

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 NPRM. 

Regulatory Evaluation Summary 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 and 

Executive Order 13563 directs 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 (Public Law 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 proposed rule. 

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 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 proposed 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 


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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. It lowers the 

Class B airspace floor in some sections 

to encompass existing IFR traffic. 

Lowering the floor of the Class B 

airspace would increase safety by 

segregating large turbine-powered 

aircraft from aircraft that may not be in 

contact with ATC. It would 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 would 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 would 

not be rerouted as a result of this 

proposal. 

The proposed airspace restructuring 

would result in safety benefits and 

increased operational efficiencies. This 

rule would 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 

airspace area where aircraft are subject 

to certain operating rules and 

equipment requirements it would also 

reduce the potential for midair 

collisions. The proposed modification of 

the Class B airspace would provide 

operational advantages as well by 

establishing necessary airspace for 

controllers to sequence aircraft within 

Class B airspace and thereby reducing 

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. This has 

the potential of increasing costs to VFR 

operations if the alternative routes are 

longer, take more time and burn more 

fuel. However, due to the specific 

restructuring we do not anticipate that 

VFR flights would have to travel far to 

circumnavigate the new proposed Class 

B airspace. 

The FAA expects an increase in 

safety, some operational efficiencies 

from the larger Class B airspace offset 

slightly by possible VFR re-routings 

resulting in minimal cost overall. The 

proposal would not require updating of 

materials outside the normal update 

cycle, and would not require rerouting 

of IFR traffic. The expected outcome 

would be a minimal impact with 

positive net benefits, and a regulatory 

evaluation was not prepared. The FAA 

requests comments with supporting 

justification about the FAA 

determination of minimal impact. 

The FAA has, therefore, determined 

that this proposed 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. 

Initial 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. 

The proposed rule is expected to 

improve safety and efficiency by 

redefining Class B airspace boundaries 

and would impose only minimal costs 

because it would not require rerouting 

of IFR traffic, could possibly cause some 

VFR aircraft to travel alternative routes 

that are not expected to be appreciably 

longer than with the current airspace 

design, and would not require updating 

of materials outside the normal update 

cycle. Therefore, the expected outcome 

would be a minimal economic impact 

on small entities affected by this 

rulemaking action. 

Therefore, the FAA certifies this 

proposed rule, if promulgated, would 

not have a significant impact on a 

substantial number of small entities. 

The FAA solicits comments regarding 

this determination. Specifically, the 

FAA requests comments on whether the 

proposed rule creates any specific 

compliance costs unique to small 

entities. Please provide detailed 

economic analysis to support any cost 

claims. The FAA also invites comments 

regarding other small entity concerns 

with respect to the proposed rule. 

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 has assessed 

the potential effect of this proposed rule 

and determined that it would 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 

$143.1 million in lieu of $100 million. 

This proposed rule does not contain 

such a mandate; therefore, the 

requirements of Title II of the Act do not 

apply. 

Environmental Review 

This proposal will be subject to an 

environmental analysis in accordance 

with FAA Order 1050.1E, 

‘‘Environmental Impacts: Policies and 

Procedures,’’ prior to any FAA final 

regulatory action. 


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List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

The Proposed Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

proposes to amend 14 CFR part 71 as 

follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE 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 7400.9W, 

Airspace Designations and Reporting 

Points, dated August 8, 2012, and 

effective September 15, 2012, is 

amended as follows: 

Paragraph 3000 Class B airspace. 

* * * * * 

ASW TX B Dallas/Fort Worth, TX 

[Amended] 

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°T/ 

123M bearing from the Point of Origin at lat. 

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

northwest along the 129°T/123°M 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°T/304°M bearing from 

the Point of Origin at lat. 32°56′27′′ N., long. 

97°08′03′′ W., thence northwest along the 

310°T/304°M 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. 

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°T/304°M bearing from the Point of 

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

W., thence southeast along the 310°T/304°M 

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°T/123°M 

bearing from the Point of Origin at lat. 

32°46′04′′ N., long. 96°53′07′′ W., thence 

southeast on the 129°T/123°M 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°T/294°M 

bearing from the Point of Origin at lat. 

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

northwest along the 300°T/294°M 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°T/017°M bearing 

from the Point of Origin at lat. 33°03′56′′ N., 

long. 96°55′38′′ W., thence southwest along 

the 023°T/017°M 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°T/111°M 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°T/ 

123°M bearing from the Point of Origin at lat. 

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

southeast along the 129°T/123°M 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°T/111°M 

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

thence northwest along the CVE 117°T/ 

111°M 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°T/111°M radial at lat. 

32°49′06′′ N., long. 96°44′12′′ W., thence 

southeast along the CVE 117°T/111°M 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°T/ 

017°M 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°T/017°M 

bearing from the Point of Origin at lat. 

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

northeast along the 023°T/017°M 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°T/ 

294°M 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°T/ 

123°M bearing from the Point of Origin at lat. 

32°45′38′′ N., long. 96°52′28′′ W., thence 

southeast along the 129°T/123°M 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°T/211°M bearing 

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

long. 97°15′56′′ W., thence northeast along 

the 217°T/211°M 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°T/294°M bearing from the 

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

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

300°T/294°M 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°T/294°M bearing from the Point of 

Origin at lat. 32°58′27′′ N., long. 97°15′04′′ 

W., thence northwest along the 300°T/294°M 

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′′ 


tkelley on DSK3SPTVN1PROD with 
4364 Federal Register / Vol. 78, No. 14 / Tuesday, January 22, 2013 / Proposed Rules 

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°T/123°M bearing from the Point of 

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

W., thence southeast along the 129°T/123°M 

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°T/111°M radial at lat. 32°44′25′′ N., long. 

96°33′24′′ W., thence northwest along the 

CVE 117°T/111°M 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 

feet MSL within an area bounded by a line 

beginning at the intersection of the 217°T/ 

211°M 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°T/123°M bearing 

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

long. 96°43′16′′ W., thence southeast along 

the 129°T/123°M 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°T/111°M radial at lat. 

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

northwest along the CVE 117°T/111°M 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°T/294°M 

bearing from the Point of Origin at lat. 

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

southeast along the 300°T/294°M 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°T/211°M 

bearing from the Point of Origin at lat. 

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

southwest along the 217°T/211°M 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°T/305°M bearing 

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

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

the 311°T/305°M 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°T/309°M 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°T/035°M 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°T/132°M 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°T/211°M 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°T/211°M 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°T/ 

132°M 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°T/143°M 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°T/204°M 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°T/211°M bearing 

from the Point of Origin at lat. 32°27′55′′ N., 

long. 97°23′01′′ W., thence northeast along 

the 217°T/211°M 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°T/ 

309°M 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°T/338°M 

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°T/006°M 

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°T/035°M 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°T/305°M 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°T/287°M 

bearing from the Point of Origin at lat. 

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

southeast along the 293°T/287°M 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°T/211°M bearing from the 

Point of Origin at lat. 32°27′55′′ N., long. 

97°23′01′′ W., thence northeast along the 

217°T/211°M 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°T/305°M bearing 

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

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

the 311°T/305°M 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°T/287°M bearing from the Point of 

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

W., thence southeast along the 293°T/287°M 

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 December 

12, 2012. 

Gary A. Norek, 

Manager, Airspace Policy and Air Traffic 

Control Procedures Group. 

BILLING CODE 4910–13–P 


tkelley on DSK3SPTVN1PROD with 
Federal Register / Vol. 78, No. 14 / Tuesday, January 22, 2013 / Proposed Rules 4365 

[FR Doc. 2013–01118 Filed 1–18–13; 8:45 am] 

BILLING CODE 4910–13–C 

SECURITIES AND EXCHANGE 

COMMISSION 

17 CFR Part 240 

[Release No. 34–68660; File No. S7–08–12] 

RIN 3235–AL12 

Capital, Margin, and Segregation 

Requirements for Security-Based 

Swap Dealers and Major SecurityBased Swap Participants and Capital 

Requirements for Broker-Dealers 

AGENCY: Securities and Exchange 

Commission. 

ACTION: Proposed rule; extension of 

comment period. 

SUMMARY: On November 23, 2012, the 

Securities and Exchange Commission 

(‘‘Commission’’) published in the 

Federal Register a proposed rule for 

public comment to establish capital, 

margin, and segregation requirements 

for security-based swap dealers and 

major security-based swap participants 

under the Securities Exchange Act of 

1934 (‘‘Exchange Act’’) and amend 

capital requirements for broker-dealers. 

The Commission is extending the time 

period in which to provide the 

Commission with comments. 

DATES: Comments should be received on 

or before February 22, 2013. 


tkelley on DSK3SPTVN1PROD with EP22JA13.001</GPH>