Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Proposed Rules 35363 

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 14 CFR 

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 7400.9U, 

Airspace Designations and Reporting 

Points, dated August 18, 2010, and 

effective September 15, 2010 is 

amended as follows: 

Paragraph 6005 Class E airspace areas 

extending upward from 700 feet or more 

above the surface of the earth. 

* * * * * 

ANM MT E5 Shelby, MT [Modified] 

Shelby Airport, MT 

(Lat. 48°32′26′′ N., long. 111°52′16′′ W.) 

That airspace extending upward from 700 

feet above the surface within a 6.7-mile 

radius of Shelby Airport, and within 2.7 

miles each side of the 043° bearing from 

Shelby Airport extending from the 6.7-mile 

radius to 7.4 miles northeast of the airport; 

that airspace extending upward from 1,200 

feet above the surface within an area 

bounded by lat. 48°50′00′′ N., long. 

111°45′00′′ W.; to lat. 48°49′00′′ N., long. 

111°22′00′′ W.; to lat. 48°38′00′′ N., long. 

111°17′00′′ W.; to lat. 48°21′00′′ N., long. 

111°36′00′′ W.; to lat. 48°18′00′′ N., long. 

112°01′00′′ W.; to lat. 48°28′00′′ N., long. 

112°12′00′′ W.; to lat. 48°38′00′′ N., long. 

112°11′00′′ W.; to lat. 48°38′00′′ N., long. 

112°03′00′′ W., thence to the point of 

beginning. 

Issued in Seattle, Washington, on June 9, 

2011. 

John Warner, 

Manager, Operations Support Group, Western 

Service Center. 

[FR Doc. 2011–15024 Filed 6–16–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–0232; Airspace 

Docket No. 11–AWA–3] 

RIN 2120–AA66 

Proposed Amendment to Class B 

Airspace; Seattle, WA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

modify Class B airspace in Seattle, WA 

to contain aircraft conducting 

Instrument Flight Rules (IFR) approach 

procedures to Seattle-Tacoma 

International Airport (SEA). This action 

would further support the FAA’s 

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 terminal area. 

DATES: Comments must be received on 

or before August 16, 2011. 

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–2011–0232 and 

Airspace Docket No. 11–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: Ken 

McElroy, Airspace, Regulations and 

ATC Procedures Group, 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– 

2011–0232 and Airspace Docket No. 11– 

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–2011–0232 and 

Airspace Docket No. 11–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 NPRMs 

An electronic copy of this document 

may be downloaded through the 

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

Recently published rulemaking 

documents can also be accessed through 

the FAA’s Web page at http:// 

www.faa.gov/regulations_policies/ 

rulemaking/recently_published/. 

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 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. An informal docket 

may also be examined during normal 

business hours at the office of the 

Western Service Center, Federal 

Aviation Administration, 1601 Lind 

Ave., SW., Renton, WA 98057. 

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 1974, the FAA issued a final rule 

establishing the Seattle-Tacoma, WA, 

Terminal Control Area (38 FR 17250). 

As a result of the Airspace 

Reclassification final rule (56 FR 65638), 

which became effective in 1993, the 

terms ‘‘terminal control area’’ and 

‘‘airport radar service area’’ were 

replaced by ‘‘Class B airspace area’’ and 

‘‘Class C airspace area,’’ respectively. 

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. 

In recent years, Seattle has completed 

construction projects that modernized 

the airport and added capacity at SEA. 

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These projects included the 

construction of a new Runway 16 L/R 

and 34 L/R, which increased the lateral 

distance between runways and allows 

simultaneous arrival and departure 

operations under visual flight rules 

(VFR) and simultaneous approaches 

during IFR conditions. Operationally, 

using parallel dependent ILS 

approaches results in higher airport 

arrival acceptance rates during IFR 

minimums, but requires aircraft to be 

established on the final approach 

courses not less than 17 miles from the 

airport. During periods of moderate air 

traffic, this requirement quickly extends 

the final approach course to a distance 

greater than 22 miles from the airport, 

which places the aircraft on the 

approaches outside the confines of the 

current Seattle Class B airspace. 

Since the Seattle Class B airspace area 

was established in 1974, SEA has 

experienced increased traffic levels, a 

considerably different fleet mix, and 

airport infrastructure improvements 

enabling simultaneous instrument 

approach procedures. For calendar year 

2009, SEA documented 316,136 total 

operations and was rated number 16 

among all Commercial Service Airports 

with 15,273,092 passenger 

enplanements. Under the current Class 

B airspace configuration, aircraft 

routinely enter, exit, and then reenter 

Class B airspace while flying published 

instrument approach procedures, which 

is contrary to FAA Order 7400.2, 

Procedures for Handling Airspace 

Matters. In addition, SEA now utilizes 

parallel dependent ILS approaches, 

which requires aircraft to be established 

on final at least 17 miles from the 

airport. This results in aircraft 

exceeding the lateral boundaries of the 

current Class B airspace by up to 5 to 

10 miles during moderate levels of air 

traffic. FAA modeling of existing traffic 

flows has shown that expanded Class B 

airspace extensions would enhance 

safety by containing all instrument 

approach procedures and associated 

traffic patterns within the confines of 

Class B airspace, and better segregate 

IFR aircraft arriving/departing SEA and 

VFR aircraft operating in the vicinity of 

Seattle Class B airspace. The proposed 

Class B airspace modifications 

described in this NPRM are intended to 

address these issues. 

Pre-NPRM Public Input 

In 2010, the FAA initiated action to 

form an Ad Hoc Committee to provide 

comments and recommendations 

regarding the planned modifications to 

the Seattle Class B airspace area. The 

Washington State Department of 

Transportation chaired the Ad Hoc 

Committee; participants included 

representatives of air carrier, Aircraft 

Owners and Pilot Association, general 

aviation, corporate, helicopter, 

government agencies with aviation 

interests, military and law enforcement 

airspace users. The Ad Hoc Committee 

responded in July 2010 and provided a 

proposed modification of the Seattle 

Class B airspace area to the FAA Seattle 

Terminal Radar Approach Control 

Facility (TRACON). 

In addition, and as announced in the 

Federal Register (75 FR 60352), three 

informal airspace meetings were held on 

December 9, 2010, at the Snohomish 

County Auditorium, Everett, WA; 

December 14, 2010, at the Highline 

Performing Arts Center, Burien, WA; 

and December 16, 2010, at the Theater 

at Auburn Mountainview, Auburn, WA. 

These meetings provided interested 

airspace users with an opportunity to 

present their views and offer 

suggestions regarding the planned 

modification of the Seattle Class B 

airspace. All comments received as a 

result of the informal airspace meetings, 

along with the recommendations made 

by the Ad Hoc Committee, were 

considered in developing this proposal. 

Ad Hoc Committee and Other 

Recommendations 

The Ad Hoc Committee recommended 

a design with two ceilings: 7,000 feet 

MSL in the outer areas and 10,000 feet 

MSL for the inner areas. The FAA 

analyzed the recommendation and 

found that due to local terrain the 

recommendation had merit. Maintaining 

a classic Class B design similar to the 

current one would make the design 

more complex and use more airspace 

than necessary to protect SEA arrivals 

and departures. 

In reaching this recommendation, the 

Ad Hoc Committee considered nonparticipating aircraft possibly crossing 

the ends of the airspace at 7,500 feet, 

but the presence of nonparticipating 

aircraft in close proximity to Class B 

airspace is not unique to SEA. Also, the 

committee discussed whether a nontraditional design might be confusing or 

difficult to navigate around, and 

concluded that it was not. 

After the Ad Hoc Committee’s report 

was submitted to the TRACON, Seattle 

TRACON recommended adding to the 

original proposal by expanding Area F 

from 2,000 feet to 10,000 feet to the 

northwest to cover Puget Sound west of 

Elliott Bay and the residential area over 

Magnolia Bluff. This would encompass 

the Boeing Field/King County 

International Airport (BFI) Instrument 

Landing System runway 13R final 

approach course in the Class B airspace. 

Numerous Traffic Alert and Collision 

Avoidance System (TCAS) events with 

large and heavy jet aircraft have been 

reported in this area. 

Since BFI traffic is in close proximity 

to SEA traffic in a south flow, such 

TCAS events have immediate 

repercussions on SEA traffic, 

particularly if the aircraft responding to 

a TCAS Resolution Advisory climbs into 

the path of traffic on the SEA final. This 

situation impacts SEA traffic, and 

expanding the Class B airspace in this 

area may be a potential solution. 

In the current Class B airspace 

configuration, the area over the water 

west of the northwest corner of Area D 

and Magnolia Bluff itself is beneath a 

3,000 foot to 10,000 foot shelf. This 

proposal would lower the floor of Class 

B to 2,000 feet on either side of the BFI 

runway 13R final approach course. Area 

D over BFI would remain exactly the 

same as in the current airspace 

configuration. 

Ninety-six comments were received 

during the public meetings requesting 

the elimination of the 2,000 foot 

proposal over Magnolia due to increased 

noise and air pollution. These 

comments also disagreed with the need 

to change airspace, argued the 

inconvenience of public meeting 

location, and contended that the 

airspace changes would increase aircraft 

noise disturbance to nesting birds. A 

petition from the Magnolia community 

was submitted with 862 signatures 

attached. 

Based on the public comments 

received, the FAA concedes that 

effective alternatives exist for achieving 

the increased safety that was the 

objective of lowering the airspace floor. 

Therefore, the FAA intends to examine 

alternative, nonregulatory (procedural) 

means to reducing the TCAS events. 

The FAA will stress efforts toward 

increased enforcement and pilot 

education, and improved procedures, 

and, only if appropriate, pursue a 

regulatory solution in the Seattle 

Magnolia area. 

Informal Airspace Meeting Comments 

Several comments were received 

indicating a preference to retain the 

classic VOR radial/DME description 

methods for the Seattle Class B airspace 

area. 

Initially, the FAA considered a classic 

description method but it would result 

in a design that used more airspace than 

necessary to contain SEA traffic. The 

primary description methodology is 

using geographic coordinates (latitude 

and longitude). Wherever possible, 

however, the airspace corners, 

intersections and more central, lower 

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Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Proposed Rules 35365 

altitude pieces are described in multiple 

ways, including the VOR radial/DME 

method. 

Three commenters requested a 

reduction in the Class B airspace around 

the Enumclaw glider area/Bergseth 

Airport (private). 

The FAA agrees that the proposed 

airspace would cause a hardship for 

glider flights returning to the Bergseth 

Airport. The final proposed airspace has 

been adjusted to mitigate the impact. 

Two commenters stated the proposed 

airspace design will ‘‘squeeze’’ or ‘‘trap’’ 

VFR aircraft on the edges of the Class B. 

The FAA agrees with these comments, 

and the two areas specified—on the 

northeast and southeast corners of the 

proposed airspace—have been reshaped 

to mitigate this concern. 

Two commenters believed the VFR 

corridors must be retained and usable. 

The proposed design will require a 

slight modification to the VFR flyways. 

The Proposal 

The FAA is proposing an amendment 

to Title 14 Code of Federal Regulations 

(14 CFR) part 71 to modify the SEA 

Class B airspace area. This action 

(depicted on the attached chart) 

proposes to revise the Class B airspace 

while maintaining some existing 

features familiar to local users. Overall, 

it reduces the size of the Seattle Class 

B airspace by approximately 194 square 

miles. Containing two different ceiling 

altitudes, the Class B proposal expands 

the eastern boundary to ensure 

containment of turbojet aircraft, but 

eliminates excessive outer (arrival route) 

wings that currently extend to 30 

nautical miles (NM). Where possible, 

this proposal also aligns certain Class B 

boundaries with existing Very High 

Frequency Omnidirectional Range 

Navigational Aids and geographical 

features resulting in improved boundary 

definition. This would make navigation 

around and through the airspace easier 

for a variety of aviation interests, even 

though it consists of primary boundary 

portrayal using latitude and longitude 

points (GPS waypoints). The following 

are the proposed revisions for each area 

of the SEA Class B airspace: 

Area A. 2 NM arc northeast of SEA 

would be straightened and realigned 

with the border of Class D airspace. The 

area just south of SEA would be moved 

slightly to the west to better contain 

arrivals to SEA runway 34L/departures 

from 16R. This runway 34L/16R was 

recently constructed and commissioned 

in 2008. Its extended centerline to the 

south is just barely contained within the 

current Class B airspace. There is no 

other traffic in this area except SEA 

traffic. 

Area B. No change. 

Area C. Southeast corner would be 

moved to the west, and floor of airspace 

would be raised from 1,600 feet to 1,800 

feet. 

Area D. No change. 

Area E. Southeast border of airspace 

would be moved slightly to the west. 

Area F. No change. 

Area G. 2 NM arc northeast of SEA 

would be straightened and realigned 

with the border of Class D airspace. 

Area H. Entire airspace would be 

moved east slightly. Northern and 

southern boundaries are depicted as 

angles instead of curves. 

Area I. Floor would be lowered to 

4,000 feet. Area would be narrowed and 

described with straight lines instead of 

curved lines. 

Area J. New area would join existing 

areas that had floors of 5,000 feet. 

Area K. New area with floor of 5,000 

feet. 

Area L. Area would be narrowed and 

described with straight lines instead of 

curved lines. 

Area M. Area would be expanded 

slightly on the northeast and southeast 

corners and described with straight 

lines instead of curved lines. 

Area N. New area floor would be 

raised from 3,000 feet to 4,000 feet in 

part of area, and lowered from 5,000 feet 

to 4,000 feet in part of area. Boundary 

would be described by straight lines. 

Area O. Area would be considerably 

smaller. Floor would be lowered from 

6,000 feet to 5,000 feet in part of the 

area, and raised from 3,000 feet to 5,000 

feet in part of area. Ceiling would be 

lowered from 10,000 feet to 7,000 feet. 

Area P. Area would be considerably 

smaller. Floor would be lowered from 

6,000 feet to 5,000 feet in part of the 

area and raised from 3,000 feet to 5,000 

feet in part of area. Ceiling would be 

lowered from 10,000 feet to 7,000 feet. 

Area Q. Area would be reshaped with 

straight lines instead of curved lines. 

Floor would be lowered from 6,000 feet 

and 8,000 feet to 5,000 feet. Ceiling 

would be lowered from 10,000 feet to 

7,000 feet. 

Area R. Size of area would be 

significantly reduced and described by 

straight lines instead of curved lines. 

Area S. Area would be reshaped with 

straight lines instead of curved lines. 

Area T. Area would be reshaped with 

straight lines instead of curved lines. 

Ceiling would be lowered from 10,000 

feet to 7,000 feet. These changes are 

being proposed to ensure the 

containment of IFR aircraft within Class 

B airspace as required by FAA 

directives. 

All radials listed in the SEA Class B 

airspace description in this NPRM are 

stated in degrees relative to both True 

North and Magnetic North. 

Class B airspace areas are published 

in paragraph 3000 of FAA Order 

7400.9U, dated August 18, 2010, and 

effective September 15, 2010, and 

incorporated by reference in 14 CFR 

71.1. The Class B airspace area proposed 

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 proposed rule. 

Regulatory Evaluation Summary 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 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 (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 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 

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35366 Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Proposed Rules 

this proposed rule. The reasoning for 

this determination follows. 

After consultation with a diverse 

cross-section of stakeholders that 

participated in the Ad Hoc Committee 

to develop the recommendations 

contained in this proposal, and a review 

of the recommendations and comments, 

the FAA expects that this proposed rule 

would result in minimal cost. This 

proposed rule would enhance safety by 

containing all instrument approach 

procedures, and associated traffic 

patterns, within the confines of Class B 

airspace and better segregate IFR aircraft 

arriving/departing SEA and VFR aircraft 

operating in the vicinity of the Seattle 

Class B airspace. 

This NPRM would enhance safety, 

reduce the potential for a midair 

collision in the Seattle area and would 

improve the flow of air traffic. As such, 

we estimate a minimal impact with 

substantial positive net benefits. 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. 

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 FAA believes the proposal would 

not have a significant economic impact 

on a substantial number of small entities 

as the economic impact is expected to 

be minimal. We request comments from 

the potentially affected small 

businesses. 

Therefore, the FAA certifies that this 

proposed rule would not have 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 has assessed 

the potential effect of this proposed rule 

and determined that it would enhance 

safety and is not considered an 

unnecessary obstacle to 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. 

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 7400.9U, 

Airspace Designations and Reporting 

Points, dated August 18, 2010, and 

effective September 15, 2010, is 

amended as follows: 

Paragraph 3000 Subpart B—Class B 

airspace. 

* * * * * 

ANM WA B Seattle, WA [Modified] 

Seattle-Tacoma International Airport 

(Primary Airport) 

(Lat. 47°27′00′′ N., long. 122°18′42′′ W.) 

Seattle VORTAC (SEA) 

(Lat. 47°26′07′′ N., long. 122°18′35′′ W.) 

Boundaries 

Area A. That airspace extending upward 

from the surface to and including 10,000 feet 

MSL within an area bounded by a line 

beginning at the 3.6-mile DME on the SEA 

007°(T)/348°(M) radial to a point on the 4- 

mile arc of the sea 007°(T)/348°(M) radial, 

then counterclockwise along the 4-mile arc to 

the sea 326°(T)/306°(M) radial to the Puget 

Sound shoreline, then south along the Puget 

Sound shoreline to the 2-mile arc of the SEA 

VORTAC, then counterclockwise along the 2- 

mile arc of the SEA VORTAC to the sea 

202°(T)/183°(M) radial extending to the 4- 

mile DME on the SEA 197°(T)/178°(M) radial, 

then extending to the 6-mile DME on the sea 

192°(T)/173°(M) radial, then 

counterclockwise along the 6-mile arc of the 

SEA VORTAC to the SEA 163°(T)/144°(M) 

radial extending to the 4-mile DME on the 

SEA VORTAC 159°(T)/140°(M) radial, 

extending to the 2-mile arc of the SEA 

VORTAC 146°(T)/127°(M) radial, then 

counterclockwise along the 2-mile arc of SEA 

VORTAC to the SEA VORTAC 069°(T)/ 

050°(M) radial to the point of beginning. 

Area B. That airspace extending upward 

from 1,100 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the 4-mile DME point on the 

SEA 007°(T)/348°(M) radial extending to the 

6-mile arc of the sea 007°(T)/348°(M) radial, 

then counterclockwise along the 6-mile arc of 

the SEA VORTAC to the SEA 342°(T)/ 

323°(M) radial to the 4-mile arc of the SEA 

342°(T)323°(M) radial, then clockwise along 

the 4-mile arc of the SEA VORTAC to the 

point of beginning. 

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Area C. That airspace extending upward 

from 1,800 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the 6-mile DME on the SEA 

192°(T)/173°(M) radial to the 12-mile arc of 

the SEA 192°(T)/173°(M) radial, then 

counterclockwise along the 12-mile arc of the 

SEA VORTAC to the SEA 166°(T)/147°(M) 

radial extending to the 8-mile DME on the 

SEA 163°(T)/144°(M) radial to a point on the 

6-mile arc of the SEA 163°(T)/144°(M) radial, 

then clockwise along the 6-mile arc of the 

SEA VORTAC to the point of beginning. 

Area D. That airspace extending upward 

from 1,800 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the 6-mile arc of the SEA 

007°(T)/348°(M) radial, then 

counterclockwise along the 6-mile arc of the 

SEA VORTAC to the SEA 342°(T)/323°(M) 

radial, then to the 12-mile arc of the SEA 

342°(T)/323°(M) radial, then clockwise along 

the 12-mile arc of the SEA VORTAC to the 

SEA 007°(T)/348°(M) radial to the point of 

beginning. 

Area E. That airspace extending upward 

from 2,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the 4-mile arc of the SEA 

197°(T)/178°(M) radial, then clockwise along 

the 40-mile arc of the SEA VORTAC to the 

SEA 326°(T)/307°(M) radial, then south along 

the Puget Sound shoreline to the 2-mile arc 

of the SEA VORTAC then counterclockwise 

along the 2-mile arc of the SEA VORTAC to 

the SEA 202°(T)/183°(M) radial to the point 

of beginning. 

Area F. That airspace extending upward 

from 2,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the 4-mile DME on the SEA 

342°(T)/323°(M) radial extending north on 

the SEA 342°(T)/323°(M) radial to the Puget 

Sound shoreline, then south along the Puget 

Sound shoreline to the 4-mile DME on the 

SEA VORTAC 326°(T)/307°(M) radial, then 

clockwise along the 4-mile arc of SEA 

VORTAC to the point of beginning. 

Area G. That airspace extending upward 

from 2,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the 3.6 DME on the SEA 

007°(T)/348°(M) radial extending to the 12- 

DME on the SEA 007°(T)/348°(M) radial, then 

clockwise along the 12-mile arc of the SEA 

VORTAC to the SEA 022°(T)/003°(M) radial 

to the 4-mile arc of the SEA VORTAC, then 

clockwise along the 4-mile arc of the SEA 

VORTAC to the SEA 159°(T)/140°(M) radial 

to the 2-mile DME on the SEA VORTAC 

146°(T)/127°(M) radial, then 

counterclockwise along the 2-mile arc to the 

SEA VORTAC 069°(T)/050°(M) radial to the 

point of beginning. 

Area H. That airspace extending upward 

from 3,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the 20-mile DME on the SEA 

VORTAC 338°(T)/319°(M) radial east to the 

20-mile DME on the SEA VORTAC 023°(T)/ 

004°(M) radial, then southeast along the 16- 

mile DME on the SEA VORTAC 032°(T)/ 

013°(M) radial south to the 12-mile DME on 

the SEA VORTAC 135°(T)/116°(M) radial, 

then southwest to the 18.3 mile DME on the 

SEA VORTAC 157°(T)/138°(M) west to the 

18-mile DME on the SEA VORTAC 200°(T)/ 

181°(M) radial, then northwest to the 15-mile 

DME on the SEA VORTAC 212°(T)/193°(M) 

radial north to the 18-mile DME on the SEA 

VORTAC 335°(T)/316°(M) radial to the point 

of beginning, excluding that airspace in the 

areas A through G. 

Area I. That airspace extending upward 

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

feet MSL within an area bounded by a point 

47°48′13′′/122°27′59′′ (SEA 344°(T)/325°(M) 

at 23NM), clockwise to a point 47°47′59′′/ 

122°08′02′′ (SEA 018°(T)/359°(M) radial at 

23NM), to a point 47°44′31′′/122°07′00′′ (SEA 

023°(T)/004°(M) radial at 20NM), to a point 

47°44′39′′/122°29′41′′ (SEA 338°(T)/319°(M) 

radial at 20NM) to the point of beginning. 

Area J. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a point 

47°39′31′′/122°05′41′′ (SEA 033°(T)/014°(M) 

at 16NM), clockwise to a point 47°37′49′′/ 

121°59′59′′ (SEA 047°(T)/028°(M) radial at 

17.2NM), to a point 47°17′36′′/122°00′04′′ 

(124°(T)/105°(M) radial at 15.2NM), to a 

point 47°17′38′′/122°06′07′′ (SEA 135°(T)/ 

116°(M) radial at 12NM) to the point of 

beginning. 

Area K. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within an area bounded by: a point 

47°38′53′′/122°36′14′′ (SEA 317°(T)/298°(M) 

radial at 17.5NM), to a point 47°13′24′′/ 

122°30′14′′ (SEA 212°(T)/193°(M) radial at 

15NM), to a point 47°16′09′′/122°36′01′′ (SEA 

230°(T)/211°(M) radial at 15.5NM) to the 

point of beginning. 

Area L. That airspace extending upward 

from 6,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a point 

47°39′00′′/122°43′03′′ (SEA 308°(T)/289°(M) 

radial at 21NM), clockwise to a point 

47°38′53′′/122°36′14′′ (SEA 317°(T)/298°(M) 

radial at 17.5NM), to a point 47°16′09′′/ 

122°36′01′′ (SEA 230°(T)/211°(M) radial at 

15.5NM), to a point 47°18′46′′/122°42′45′′ 

(SEA 246°(T)/227°(M) radial at 18NM) to the 

point of beginning. 

Area M. That airspace extending upward 

from 6,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a point 

47°37′49′′/121°59′59′′ (SEA 047°(T)/028°(M) 

radial at 17.2NM), clockwise to a point 

47°36′45′′/121°56′03′′ (SEA 055°(T)/036°(M) 

radial at 18.6NM), to a point 47°35′39′′/ 

121°51′58′′ (SEA 062°(T)/043°(M) radial at 

20.4NM), to a point 47°18′18′′/121°51′40′′ 

(SEA 113°(T)/094°(M) radial at 19.9NM), to a 

point 47°17′28′′/121°55′42′′ (SEA 119°(T)/ 

100°(M) radial at 17.8NM), to a point 

47°17′36′′/122°00′04′′ (SEA 124°(T)/105°(M) 

radial at 15.2NM) to the point of beginning. 

Area N. That airspace extending upward 

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

feet MSL within an area bounded by: a point 

47°09′13′′/122°27′36′′ (SEA 200°(T)/181°(M) 

radial at 18NM), clockwise to a point 

47°09′17′′/122°08′06′′ (SEA 157°(T)/138°(M) 

radial at 18.3NM), to a point 47′06′16′′/ 

122°08′34′′ (SEA 161°(T)/142°(M) radial at 

21NM), to a point 47°06′20′′/122°26′21′′ (SEA 

195°(T)/176°(M) radial at 20.5NM to the 

point of beginning. 

Area O. That airspace extending upward 

from 5,000 feet MSL to and including 7000 

feet MSL within an area bounded by a point 

47°18′46′′/122°42′45′′ (SEA 246°(T)/227°(M) 

radial at 18NM), clockwise to a point 

47°16′09′′/122°36′01′′ (SEA 230°(T)/211°(M) 

radial at 15.5NM), to a point 47°13′24′′/ 

122°30′14′′ (SEA 212°(T)/193°(M) radial at 

15NM), to a point 47°09′13′′/122°27′36′′ (SEA 

200°(T)/181°(M) radial at 18NM), to a point 

47°06′20′′/122°26′21′′ (SEA 195°(T)/176°(M) 

radial at 20.5NM), to a point 47°02′35′′/ 

122°30′26′′ (SEA 199°(T)/180°(M) radial at 

24.9NM), to a point 47°10′55′′/122°40′04′′ 

(SEA 224°(T)/205°(M) radial at 21.1NM) to 

the point of beginning. 

Area P. That airspace extending upward 

from 5,000 feet MSL to and including 7000 

feet MSL within an area bounded by: a point 

47°17′38′′/122°06′07′′ (SEA 135°(T)/116°(M) 

radial at 12NM), clockwise to a point 

47°17′36′′/122°00′04′′ (SEA 124°(T)/105°(M) 

radial at 15.2NM), to a point 47°17′28′′/ 

121°55′42′′ (SEA 119°(T)/100°(M) radial at 

17.8NM), to a point 47°14′03′′/121°58′57′′ 

(SEA 132°(T)/113°(M) degree radial at 

18NM), to a point 47°11′46′′/121°58′59′′ (SEA 

137°(T)/118°(M) radial at 19.6NM), to a point 

47°02′38′′/122°06′04′′ (SEA 160°(T)/141°(M) 

radial at 25NM), to a point 47°06′16′′/ 

122°08′34′′ (SEA 161°(T)/142°(M) radial at 

21NM), to a point 47°09′17′′/122°08′06′′ (SEA 

157°(T)/138°(M) degree radial at 18.3NM) to 

the point of beginning. 

Area Q. That airspace extending upward 

from 5,000 feet MSL to and including 7,000 

feet MSL within an area bounded by: a point 

47°51′15′′/122°30′00′′ (SEA 343°(T)/324°(M) 

radial at 26.3NM), clockwise to a point 

47°51′09′′/122°05′46′′ (SEA 019°(T)/360°(M) 

radial at 26.5NM), to a point 47°41′54′/ 

121°55′57′′ (SEA 044°(T)/025°(M) radial at 

22NM), to a point 47°36′45′′/121°56′03′′ (SEA 

055°(T)/036°(M) radial at 18.6NM), to a point 

47°37′49′′/121°59′59′′ (SEA 047°(T)/028°(M) 

radial at 17.2NM), to a point 47°39′31′′/ 

122°05′41′′ (SEA 033°(T)/014°(M) radial at 

16NM), to a point 47°44′31′′/122°07′00′′ (SEA 

023°(T)/004°(M) radial at 20NM), to a point 

47°47′59′′/122°08′02′′ (SEA 018°(T)/359°(M) 

radial at 23NM) to a point 47°48′13′′/ 

122°27′59′′ (SEA 344°(T)/325°(M) radial at 

23NM), to a point 47°44′39′′/122°29′41′′ (SEA 

338°(T)/319°(M) radial at 20NM), to a point 

47°42′25′′/122°29′50′′ (SEA 335°(T)/316°(M) 

radial at 18NM), to a point 47°38′53′′/ 

122°36′14′′ (SEA 317°(T)/298°(M) radial at 

17.5NM), to a point 47°39′00′′/122°43′03′′ 

(SEA 308°(T)/289°(M) radial at 21NM) to the 

point of beginning. 

Area R. That airspace extending upward 

from 6,000 feet MSL to and including 7,000 

feet MSL within an area bounded by a point 

47°55′27′′/122°27′04′′ (SEA 349°(T)/330°(M) 

radial 29.9NM), clockwise to a point 

47°55′31′′/122°08′29′′ (SEA 013°(T)/354°(M) 

radial at 30.2NM), to a point 47°51′09′′/ 

122°05′46′′ (SEA 019°(T)/360°(M) radial at 

26.5NM), to a point 47°51′15′′/122°30′00′′ 

(SEA 343°(T)/324°(M) radial at 26.3NM) to 

the point of beginning. 

Area S. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a point 

47°06′20′′/122°26′21′′ (SEA 195°(T)/176°(M) 

radial at 20.5NM), clockwise to a point 

47°06′16′′/122°08′34′′ (SEA 161°(T)/142°(M) 

radial at 21NM), to a point 47°02′38′′/ 

122°06′04′′ (SEA 160°(T)/141°(M) radial at 

25NM), to a point 47°02′35′′/122°30′26′′ (SEA 

199°(T)/180°(M) radial at 24.9NM) to the 

point of beginning. 

Area T. That airspace extending upward 

from 6,000 feet MSL to and including 7,000 

feet MSL within an area bounded by a point 

47°02′35′′/122°30′26′′ (SEA 199°(T)/180°(M) 

radial at 24.9NM), clockwise to a point 

47°02′38′′/122°06′04′′ (SEA 160°(T)/141°(M) 

radial at 25NM), to a point 46°57′13′′/ 

122°08′03′′ (SEA 166°(T)/147°(M) radial at 

29.8NM), to a point 

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35368 Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Proposed Rules 

46°57′05′′/122°27′35′′ (SEA 192°(T)/173°(M) 

radial at 29.7NM) to the point of beginning. 

Issued in Washington, DC, on June 13, 

2011. 

Gary Norek, 

Acting Manager, Airspace, Regulations and 

ATC Procedures Group. 

BILLING CODE 4910–13–P 


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Federal Register / Vol. 76, No. 117 / Friday, June 17, 2011 / Proposed Rules 35369 

[FR Doc. 2011–15120 Filed 6–16–11; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–0496; Airspace 

Docket No. 11–AWP–6] 

Proposed Establishment of Class D 

and Amendment of Class E Airspace; 

Los Angeles, CA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

establish Class D airspace at Los 

Angeles International Airport, Los 

Angeles, CA. Controlled airspace is 

necessary to contain potential missed 

approaches at Los Angeles International 

Airport. The FAA is proposing this 

action to enhance the safety and 

management of aircraft operations at the 

airport. This action also would edit 

Class E airspace by adding the 

geographic coordinates and the airport 

name to the airspace designation. 

DATES: Comments must be received on 

or August 1, 2011. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590; telephone (202) 

366–9826. You must identify FAA 

Docket No. FAA–2011–0496; Airspace 

Docket No. 11–AWP–6, at the beginning 

of your comments. You may also submit 

comments through the Internet at 

http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: 

Eldon Taylor, Federal Aviation 

Administration, Operations Support 

Group, Western Service Center, 1601 

Lind Avenue, SW., Renton, WA 98057; 

telephone (425) 203–4537. 

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 

2011–0496 and Airspace Docket No. 11– 

AWP–6) and be submitted in triplicate 

to the Docket Management System (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 FAA 

Docket No. FAA–2011–0496 and 

Airspace Docket No. 11–AWP–6’’. 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 NPRMs 

An electronic copy of this document 

may be downloaded through the 

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

Recently published rulemaking 

documents can also be accessed through 

the FAA’s Web page at http:// 

www.faa.gov/airports_airtraffic/ 

air_traffic/publications/ 

airspace_amendments/. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office (see the 

ADDRESSES section for the address and 

phone number) between 9 a.m. and 5 

p.m., Monday through Friday, except 

federal holidays. An informal docket 

may also be examined during normal 

business hours at the Northwest 

Mountain Regional Office of the Federal 

Aviation Administration, Air Traffic 

Organization, Western Service Center, 

Operations Support Group, 1601 Lind 

Avenue, SW., Renton, WA 98057. 

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. 

The Proposal 

The FAA is proposing an amendment 

to Title 14 Code of Federal Regulations 

(14 CFR) part 71 by establishing Class D 

airspace at Los Angeles International 

Airport, Los Angeles, CA for 

containment of potential missed 

approaches at Los Angeles International 

Airport. This action is based on the 

results of a study conducted by the Los 

Angeles VFR Task Force, and the Los 

Angeles Class B Workgroup. This action 

would further enhance the safety and 

management of aircraft operations at the 

airport. This action also would edit 

Class E airspace extending upward from 

700 feet above the surface by adding 

‘‘Los Angeles International Airport, CA’’ 

and ‘‘lat. 33°56′33′′ N., long. 118°24′26′′ 

W.’’ to the airspace designation. 

Class D and Class E airspace 

designations are published in paragraph 

5000 and 6005, respectively, of FAA 

Order 7400.9U, dated August 18, 2010, 

and effective September 15, 2010, which 

is incorporated by reference in 14 CFR 

71.1. The Class D and Class E airspace 

designation listed in this document will 

be published subsequently in this 

Order. 

The FAA has determined this 

proposed regulation only involves an 

established body of technical 

regulations for which frequent and 

routine amendments are necessary to 

keep them operationally current. 

Therefore, this proposed 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 will only affect air 

traffic procedures and air navigation, it 

is certified this proposed rule, when 

promulgated, would 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 U.S. Code. Subtitle 1, 

section 106, describes the authority for 

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 

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