49712 Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Rules and Regulations 

(ERB), part number (P/N) 76363–09100–012, 

installed, certificated in any category. 

(b) Unsafe Condition 

This AD defines the unsafe condition as an 

overheated ERB. This condition could result 

in ignition of hydraulic fluid, fire in the main 

gearbox area, and subsequent loss of control 

of the helicopter. 

(c) Effective Date 

This AD becomes effective September 21, 

2012. 

(d) Compliance 

You are responsible for performing each 

action required by this AD within the 

specified compliance time unless it has 

already been accomplished prior to that time. 

(e) Required Actions 

(1) Within 120 days, modify the ERB by 

installing: 

(i) Warning relay system parts contained in 

modification kit, P/N 76070–55023–011, and 

operationally testing the ERB system in 

accordance with paragraphs 2.A. through 

2.F., of Sikorsky Customer Service Bulletin 

No. 76–66–10B, Revision 2, dated November 

25, 1981 (pages 1 and 9 through 13 of the 

service bulletin are dated November 25, 1981 

and pages 2 through 8 are dated July 30, 

1981); 

(ii) Circuit breaker and diodes contained in 

ERB circuit modification kit, P/N 76070– 

55033–012, and operationally testing the ERB 

system in accordance with paragraph B. 

through F. of Sikorsky Customer Service 

Notice 76–113, dated June 1, 1983; and 

(iii) Manifold, relay box, junction box, 

right-hand relay panel, and wiring harness 

parts contained in ERB modification kit, P/ 

N 76070–55207–011, and operationally 

testing the ERB system in accordance with 

paragraphs 3.B. through 3.I. of the 

Accomplishment Instructions of Sikorsky 

Alert Service Bulletin No. 76–66–48B, 

Revision B, dated July 8, 2009. 

(2) After accomplishing paragraph (e)(1) of 

this AD, insert into the Sikorsky Rotorcraft 

Flight Manual (RFM) the changes to the 

‘‘Normal Procedures (Part 1, Section II)’’ and 

‘‘Emergency Procedures (Part 1, Section III)’’ 

contained in Sikorsky RFM, Supplement No. 

41, approved September 6, 2005. 

(f) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Boston Aircraft 

Certification Office, FAA, may approve 

AMOCs for this AD. Send your proposal to: 

Caspar Wang, Aviation Safety Engineer, 

Boston Aircraft Certification Office, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

telephone (781) 238–7799; email 

caspar.wang@faa.gov. 

(2) For operations conducted under a 14 

CFR part 119 operating certificate or under 

14 CFR part 91, subpart K, we suggest that 

you notify your principal inspector, or 

lacking a principal inspector, the manager of 

the local flight standards district office or 

certificate holding district office before 

operating any aircraft complying with this 

AD through an AMOC. 

(g) Subject 

Joint Aircraft Service Component (JASC) 

Code: 6321, Main Rotor Brake. 

(h) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Sikorsky Customer Service Bulletin No. 

76–66–10B, Revision 2, dated November 25, 

1981 (pages 1 and 9 through 13 of the service 

bulletin are dated November 25, 1981 and 

pages 2 through 8 are dated July 30, 1981); 

(ii) Sikorsky Customer Service Notice No. 

76–113, dated June 1, 1983; 

(iii) Sikorsky Alert Service Bulletin No. 

76–66–48B, Revision B, dated July 8, 2009; 

and 

(iv) Sikorsky Rotorcraft Flight Manual 

Supplement No. 41, Part 1, approved 

September 6, 2005. 

(3) For Sikorsky service information 

identified in this AD, contact Sikorsky 

Aircraft Corporation, Attn: Manager, 

Commercial Technical Support, mailstop 

s581a, 6900 Main Street, Stratford, CT 06614; 

telephone (800) 562–4409; email 

tsslibrary@sikorsky.com; or at http:// 

www.sikorsky.com. 

(4) You may view this service information 

at the FAA, Office of the Regional Counsel, 

Southwest Region, 2601 Meacham Blvd., 

Room 663, Fort Worth, Texas 76137. 

(5) You may also view this service 

information at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call (202) 741–6030, or go 

to: http://www.archives.gov/federal_register/ 

code_of_federal_regulations/ 

ibr_locations.html. 

Issued in Fort Worth, Texas, on July 20, 

2012. 

Kim Smith, 

Manager, Rotorcraft Directorate, Aircraft 

Certification Service. 

[FR Doc. 2012–20102 Filed 8–16–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2011–0438; Airspace 

Docket No. 11–AWA–4] 

RIN 2120–AA66 

Amendment to Class B Airspace; Salt 

Lake City, UT 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the Salt 

Lake City, UT, Class B airspace to 

contain aircraft conducting Instrument 

Flight Rules (IFR) instrument approach 

procedures to Salt Lake City 

International Airport (SLC), Salt Lake 

City, UT. The FAA is taking this action 

to improve the flow of air traffic, 

enhance safety, and reduce the potential 

for midair collision, while 

accommodating the concerns of airspace 

users. Further, this effort supports the 

FAA’s national airspace redesign goal of 

optimizing terminal and en route 

airspace to reduce aircraft delays and 

improve system capacity. Minor 

corrections have been made to the 

geographic coordinates of the affected 

legal descriptions, as well as editorial 

corrections. 

DATES: Effective Date: 0901 UTC, 

October 18, 2012. The Director of the 

Federal Register approves this 

incorporation by reference action under 

1 CFR part 51, subject to the annual 

revision of FAA Order 7400.9 and 

publication of conforming amendments. 

FOR FURTHER INFORMATION CONTACT: 

Colby Abbott, Airspace, 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: 

History 

On August 24, 2011, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to modify the Salt Lake City, UT, Class 

B airspace area (76 FR 52905). Interested 

parties were invited to participate in 

this rulemaking effort by submitting 

written comments on the proposal. 

Eight written comments were received 

in response to the NPRM. All comments 

received were considered before making 

a determination on the final rule. 

Class B airspace designations are 

published in paragraph 3000 of FAA 

Order 7400.9V, dated August 9, 2011, 

and effective September 15, 2011, which 

is incorporated by reference in 14 CFR 

71.1. The Class B airspace designations 

listed in this document will be 

subsequently published in the Order. 

Discussion of Comments 

Four commenters opposed the vertical 

extension of the Salt Lake City Class B 

airspace from 10,000 feet MSL to 12,000 

feet MSL without mitigating impacts on 

VFR operations. They challenged the 

operational and safety benefit of raising 

the ceiling based on no actual mid-air 

collision or conflict resolution data 

having been provided to support taking 

this action. 


tkelley on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Rules and Regulations 49713 

This Class B airspace area 

modification was initiated to ensure 

containment of large turbine-powered 

aircraft within Class B airspace. Raising 

the ceiling of the Salt Lake City Class B 

airspace to 12,000 feet MSL is necessary 

to contain the instrument procedures 

and associated traffic patterns 

supporting those procedures at SLC. In 

addition to the approximately 1,000 IFR 

operations a day operating at and below 

12,000 feet MSL within 30 miles of SLC, 

and the Ad hoc Committee’s 

endorsement of the 12,000 feet MSL 

ceiling, the raised ceiling is based on 

operational necessity. 

Because SLC is situated in a valley 

with mountainous terrain to the east 

and southeast, and southwest, there is 

only one traffic pattern west of SLC, 

regardless of traffic flow. Departures 

from SLC must also climb in the same 

airspace to the west of SLC before 

turning on course to clear mountainous 

terrain. Departing aircraft climb to 

10,000 feet MSL to clear the terrain 

surrounding SLC and remain separated 

from arrival aircraft established at or 

descending to the downwind traffic 

pattern altitude of 11,000 feet MSL. 

Every arrival into SLC must enter the 

downwind pattern west of the airport. 

During periods of high traffic volume, or 

when incompatible aircraft are 

operating, air traffic control must also 

use a 12,000-foot MSL downwind 

pattern altitude to ensure aircraft 

separation. Raising the ceiling of the 

Salt Lake City Class B airspace area 

around SLC to 12,000 feet MSL also 

ensures airspace within which all 

aircraft, IFR and VFR, are subject to the 

same Class B airspace operating rule; 

enhancing the safety benefit to all and 

further reducing the potential for midair collisions in the airspace 

surrounding SLC. 

To mitigate impacts on VFR aircraft 

operating between 10,000 feet and 

12,000 feet MSL, the FAA has 

developed high altitude VFR transition 

routes, with associated frequencies, 

altitudes, and route depictions, for 

inclusion on the Salt Lake City Terminal 

Area Chart, as discussed further below. 

This charting was accomplished on 

April 5, 2012. 

One commenter argued against raising 

the Salt Lake City Class B airspace area 

ceiling to 12,000 feet MSL, claiming it 

will have an adverse impact on all 

general aviation operations in that 

airspace. The commenter stated (1) the 

FAA was imposing a non-regulatory 14 

CFR part 91.211, Supplemental oxygen, 

requirement on general aviation aircraft 

to install supplemental oxygen systems 

to fly over the Class B airspace; (2) air 

traffic controller approval/denial 

authority for VFR clearances through 

Class B airspace creates an operational 

barrier to VFR operations where none 

existed before; and (3) the FAA’s only 

intent is to provide increased 

operational and safety benefits to one 

segment of air traffic—Part 121 

operators. 

The FAA does not agree. First, the 14 

CFR 91.211 regulation referenced 

establishes the requirement for the 

minimum flight crew of civil aircraft 

operating at cabin pressure altitudes 

above 12,500 feet MSL up to and 

including 14,000 feet MSL to use 

supplemental oxygen for that part of the 

flight at those altitudes that exceed 

thirty minutes. Raising the Salt Lake 

City Class B airspace area ceiling to 

12,000 feet MSL still allows VFR aircraft 

to pass over the Class B airspace area at 

12,500 feet MSL without requiring a 

supplemental oxygen system. Aircraft 

with flight durations of thirty minutes 

or less flying over the Salt Lake City 

Class B airspace area above 12,500 feet 

MSL up to and including 14,000 feet 

MSL may also operate without a 

supplemental oxygen system. For 

aircraft without supplemental oxygen 

systems that are unable to fly over the 

Salt Lake City Class B airspace ceiling 

as noted above, there are alternatives to 

installing a supplemental oxygen system 

available for transiting the SLC area. 

Those alternatives include obtaining a 

Class B clearance, flying established 

VFR transition routes, and 

circumnavigating the Salt Lake City 

Class B airspace area laterally or under 

the floor of the sub-areas. 

Second, the FAA acknowledges that 

Class B clearances will be required for 

VFR aircraft that opt to continue flying 

VFR over SLC between 10,000 feet and 

12,000 feet MSL, and that Class B 

airspace clearance requests from VFR 

aircraft are based on workload, 

operational limitations, and traffic 

conditions. Using radar, the Salt Lake 

City Terminal Radar Approach Control 

(TRACON) air traffic controllers have 

visibility of all aircraft, IFR and VFR, 

operating in the vicinity of SLC. 

Knowing the IFR traffic flows and the 

altitudes and intentions of IFR and VFR 

aircraft operating in the vicinity of SLC, 

the TRACON controllers are able to 

determine if clearance requests to enter 

or transit the Class B airspace can be 

safely approved. For Class B airspace 

clearance requests that can be approved, 

the TRACON controllers will continue 

to issue clearances with altitude and 

routing instructions to provide positive 

separation from all other aircraft, IFR 

and VFR, operating within the Class B 

airspace. 

Lastly, this Class B airspace 

modification provides operational and 

safety benefits to all airspace users 

operating in the vicinity of SLC. The 

modified Class B airspace areas were 

designed to ensure all instrument 

procedures and associated traffic 

patterns for those procedures are 

contained within Class B airspace. 

However, a number of adjustments to 

the Salt Lake City Class B airspace area 

were made during the proposal process 

to ensure the airspace modification 

supported all interested airspace users. 

Revising the surface area boundary, 

amending floor altitudes of various subareas, charting high altitude VFR 

transition routes, and modifying VFR 

flyways, as suggested, are all examples 

of the efforts taken to ensure the final 

Salt Lake City Class B airspace design 

provides operational and safety benefits 

to all airspace users in the vicinity of 

SLC. 

Four commenters were concerned that 

raising the Salt Lake City Class B 

airspace ceiling would result in a 

reduction of general aviation aircraft 

that are able to transition above the 

Class B airspace area and would force 

many general aviation pilots to fly at 

lower altitudes under the Class B 

airspace shelves, resulting in increased 

congestion in mountainous terrain, or 

circumnavigate the Class B airspace area 

altogether, using less efficient routing at 

more expense. 

The FAA understands the need for 

safe routes for VFR aircraft to transition 

through, around, and under the Class B 

airspace. For VFR aircraft that are 

unable to overfly the modified Class B 

airspace ceiling (12,000 feet MSL), and 

decide not to contact Salt Lake City 

TRACON to receive Class B services, 

there are a number of airspace 

modifications made to the Class B 

airspace area to minimize impacts to 

VFR pilots flying under the Class B 

airspace shelves or opting to 

circumnavigate the Class B airspace 

altogether. The floor of Class B airspace 

south of Point of the Mountain was 

raised from 9,000 feet MSL to 10,000 

feet MSL and the airspace west/ 

northwest of the Point of the Mountain 

was raised from 7,000 feet MSL to 8,000 

feet MSL to allow north- and southbound VFR aircraft flying along I–15 

and Point of the Mountain to remain 

1,000 feet higher, at all times, than the 

previous Class B airspace allowed. The 

modified Salt Lake City Class B airspace 

design also incorporated reductions to 

the northern and southern boundaries of 

the Class B surface area to provide 

additional airspace for east- and westbound VFR aircraft to fly under the 

Class B airspace area; thus reducing the 


tkelley on DSK3SPTVN1PROD with RULES
49714 Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Rules and Regulations 

flying miles to be flown when compared 

to the previous Class B surface area. The 

Class B airspace along the ridgeline of 

the Wasatch Mountains was raised from 

the 9,000 feet MSL to 10,500 feet MSL 

to accommodate glider operations and 

VFR aircraft crossing the ridgeline. 

Four commenters were concerned that 

general aviation pilots would not have 

as many alternatives as possible to 

transit through, over, and near the Salt 

Lake City Class B airspace. They 

requested the FAA consider all available 

means of accommodating general 

aviation to include an East-West VFR 

transit corridor, T-routes, VFR 

transitions, and VFR flyways. 

Salt Lake City’s traffic flows and 

pattern altitudes make establishing a 

VFR corridor impractical. Salt Lake City 

has only one downwind leg that passes 

west of the airport, and approximately 

50 percent of Salt Lake City’s departure 

traffic departs to the west/northwest, 

climbing to 10,000 feet MSL to clear 

terrain. The only way to allow a VFR 

aircraft to transit Salt Lake City Class B 

airspace at or below 10,000 feet MSL 

would be to stop the departures. These 

departures would conflict with any VFR 

corridor design that passed over the 

airport. 

However, as recommended by the 

commenters and the Ad hoc Committee, 

the FAA has published frequencies, 

altitudes, and VFR transition and flyway 

routes on the Salt Lake City Terminal 

Area Chart to minimize the Class B 

airspace modification impact to VFR 

aircraft. The published VFR transition 

routes are established at 10,500 feet 

MSL for westbound traffic and at 11,500 

feet MSL for eastbound traffic. 

Additionally, the VFR flyway 

amendment recommendations the FAA 

received have been incorporated on the 

VFR Flyway Planning Chart, as 

provided and addressed in the NPRM. 

One commenter expressed concern 

that VFR aircraft flying near and above 

12,000 feet MSL over Park City, UT, 

would conflict with IFR aircraft from 

SLC as a result of the Salt Lake City 

Class B airspace modification. 

The FAA notes that Park City, UT, is 

located approximately 22 miles east 

southeast of SLC and approximately 19 

miles east of the nearest boundary of the 

Salt Lake City Class B airspace. An 

analysis of SLC departure traffic 

indicates that aircraft departing for 

locations to the east are above 12,000 

feet MSL approximately 16 miles west 

northwest of Park City and are not a 

factor for VFR aircraft over Park City, at 

and above 12,000 feet MSL. The 

modification of the Salt Lake City Class 

B airspace area was designed to contain 

existing instrument procedures and 

large turbo-powered aircraft arriving/ 

departing SLC. The existing departure 

procedures, altitudes, and flight tracks 

for the same fleet mix are unchanged by 

this Class B airspace modification. Since 

the Salt Lake City TRACON will 

continue using the same departure 

procedures, altitudes, and flight tracks 

in use today, no IFR–VFR aircraft traffic 

issues over Park City, UT, are expected. 

One commenter stated it is virtually 

impossible to depart South Valley 

Regional Airport (U42) in Instrument 

Meteorological Conditions (IMC), or 

even marginal VFR conditions, on an 

IFR clearance due to conflicts with the 

IFR traffic flow into and out of SLC. The 

commenter requested the FAA address 

the issue by developing a viable IFR 

departure procedure for U42 so that any 

minor modifications to the Salt Lake 

City Class B modification could be 

incorporated into this regulatory action. 

The delays associated with IFR 

operations at U42 are related to terrain, 

the close proximity of SLC, and nonradar separation requirements. The 

FAA’s Flight Procedures Development 

Team was asked to review the issue 

identified above and recommend any 

alternatives or solutions that could be 

considered. Unfortunately, they could 

offer no solution due to U42’s 

geographic proximity to SLC with its 

associated high density air traffic 

operations. Salt Lake City TRACON 

personnel met with the U42 Fixed Base 

Operator (FBO) owner to discuss the 

U42 operation, ensure understanding of 

the limitations by all parties, and 

reinforce the importance of coordinating 

IFR operations ahead of time as the best 

way to address departure delays at U42. 

Differences From the NPRM 

Editorial corrections have been made 

to the wording of the Salt Lake City 

Class B airspace legal description to 

remove duplicative information and 

excessive verbiage, simplify sub-area 

descriptions, and improve clarity. These 

corrections standardize the format only 

and do not affect the areas described. 

In the Salt Lake City Class B airspace 

legal description header, the VORTAC 

listed as the ‘‘Salt Lake City VORTAC 

(TCH)’’ is corrected to read the 

‘‘Wasatch VORTAC (TCH)’’. The 

geographic coordinates defining the 

VORTAC location were correct as 

published and remain unchanged. 

Two typographical errors were also 

noted in the NPRM that affect the 

descriptions of Areas F, G, and H. The 

first typographical error listed the 

geographic coordinates for the 

southwest corner of Area F and 

northwest corner of Area G as ‘‘lat. 

40°30′55′′ N., long. 112°07′00′′ W.’’, and 

is corrected to read ‘‘lat. 40°30′33′′ N., 

long. 112°07′00′′ W.’’ in both area 

descriptions. The second typographical 

error listed the geographic coordinates 

for the northwest corner of Area H as 

‘‘lat. 40°27′07′′ N., long. 112°07′00′′ W.’’, 

and is corrected to read ‘‘lat. 40°24′07′′ 

N., long. 112°07′00′′ W.’’ to match the 

geographic coordinate information for 

the same point described in Area G. 

Additionally, this action makes a 

minor correction to the western 

boundary of Area I to ensure a 0.5 NM 

buffer east of the extended RNAV 35 

final approach. The Wasatch VORTAC 

(TCH) DME and geographic position 

coordinates listed as ‘‘24.1-mile DME’’ 

and ‘‘lat. 40°27′05′′ N., long. 111°54′51′′ 

W.’’ that were used to define the 

northern point of that boundary are 

corrected to read ‘‘24.4-mile DME’’ and 

‘‘lat. 40°26′51′′ N., long. 111°54′42′′ W.’’ 

The corresponding information for that 

point contained in Area G is also 

corrected. The geographic position 

coordinates listed as ‘‘lat. 40°18′14′′ N., 

long. 111°53′40′′ W.’’ used to define the 

southern point of that boundary are 

corrected to read ‘‘lat. 40°18′14′′ N., 

long. 111°53′42′′ W.’’ The corresponding 

information for that point contained in 

Area H is also corrected. Lastly, the 

geographic position coordinates listed 

as ‘‘lat. 40°24′12′′ N., long. 111°54′36′′ 

W.’’ used to define the southeast corner 

of Area G and northeast corner of Area 

H, along the corrected western boundary 

of Area I, are corrected to read ‘‘lat. 

40°24′19′′ N., long. 111°54′23′′ W.’’ 

Finally, this action makes a number of 

corrections to the ‘‘seconds’’ component 

of the lat./long. geographic coordinates 

to better match this information with 

the corresponding visual landmark or 

fix/radial/distance information for the 

associated point. These minor editorial 

corrections do not change the affected 

areas. 

Radials listed in this rule are stated in 

degrees relative to True North. 

The Rule 

The FAA is amending Title 14 of the 

Code of Federal Regulations (14 CFR) 

part 71 to modify the Salt Lake City, UT, 

Class B airspace area. This action 

(depicted on the attached chart) raises 

the existing ceiling from 10,000 feet 

MSL to 12,000 feet MSL, and makes 

various boundary modifications in order 

to provide the additional airspace that is 

necessary to contain all instrument 

procedures at SLC and the large turbopowered aircraft flying those instrument 

procedures within the confines of Class 

B airspace. The modifications better 

segregate IFR aircraft arriving/departing 

SLC and VFR aircraft operating in the 

vicinity of the Salt Lake Class B airspace 


tkelley on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Rules and Regulations 49715 

area. The following are the revisions to 

the Salt Lake City Class B airspace area: 

Area A. Redefined from the surface to 

12,000 feet MSL. The northern 

boundary is moved south an average of 

2 miles to allow VFR aircraft to 

transition westbound sooner and relieve 

congestion between the Hill Air Force 

Base (AFB) Class D airspace and Salt 

Lake City Class B surface area airspace. 

The boundary north of the Skypark 

Airport (BTF) is moved slightly to the 

west to relieve congestion between the 

Class B surface area airspace and the 

Wasatch Mountains. The southern 

boundary surface area airspace East of 

U42 is combined with the new Area D 

as noted below. 

Area B. Incorporates portions of 

existing Areas B and J, and establishes 

a floor at 7,800 feet MSL and ceiling at 

12,000 feet MSL. The western boundary 

changes from the SLC Runway 17 ILS/ 

DME antenna (I–BNT) 25-mile DME arc 

to the TCH 20-mile DME arc. Raising the 

floor matches the existing Class B 

airspace area over Hill AFB and allows 

VFR aircraft operating in the area to 

climb sooner. 

Area C. New area established by 

incorporating a portion of existing Area 

A, raising the floor from the surface to 

6,000 feet MSL and the ceiling to 12,000 

feet MSL, to reduce congestion between 

the Hill AFB Class D airspace and the 

Salt Lake City Class B surface area 

airspace to allow VFR aircraft easier 

access to transit north of SLC below the 

Class B airspace area. 

Area D. Expands laterally into 

existing Class B airspace with the 

ceiling raised to 12,000 feet MSL. 

Incorporates a portion of the existing 

Area A located East of U42, raising the 

floor from the surface to 6,000 feet MSL, 

to allow VFR aircraft easier access to 

and from U42. 

Area E. Combines existing Areas C 

and K with the floor established at 6,500 

feet MSL and the ceiling raised to 

12,000 feet MSL. The southern 

boundary is extended south slightly 

using the TCH 16-mile DME arc. The 

southwest portion of the boundary is 

relocated east slightly using the TCH 12- 

mile DME arc to eliminate terrain 

penetrations of Class B airspace. The 

western boundary is defined by the TCH 

13.5-mile DME arc instead of the I–BNT 

13-mile DME arc. 

Area F. New area established in 

existing Area E with the ceiling raised 

to 12,000 feet MSL and the northern 

boundary defined by the TCH 16-mile 

DME arc instead of the I–BNT 11 DME 

arc. The southern boundary is moved 

south slightly to contain runway 34L 

and 34R ILS approaches. 

Area G. Combines existing Areas F 

and G with the floor established at 8,000 

feet MSL and ceiling raised to 12,000 

feet MSL. The southern boundary is 

established approximately four miles 

south of the existing Areas F and G 

southern boundary to allow IFR traffic 

during simultaneous independent ILS 

approaches to join final closer to SLC. 

Area H. Similar to existing Area H, 

with the floor established at 9,000 feet 

MSL and ceiling raised to 12,000 feet 

MSL. Expanded slightly to the west to 

use the same longitude for its boundary 

as the new Area G and redefines the 

southern boundary further north by 

using the TCH 33-mile DME arc. 

Area I. New area established east of 

area H with the floor established at 

10,000 feet MSL and ceiling at 12,000 

feet MSL. Designed to capture arrival 

traffic from the southeast. 

Area J. New area established over the 

north end of the Oquirrh Mountains 

with the floor established at 11,000 feet 

MSL and ceiling at 12,000 feet MSL. 

This area contains IFR departure traffic 

climbing southbound, as well as arrival 

traffic being vectored to the downwind. 

Area K. New area established 

redefining a portion of existing Area B 

with the floor raised to 8,600 feet MSL 

and ceiling to 12,000 feet MSL. Provides 

additional airspace for VFR aircraft. 

Area L. Redefines a portion of existing 

Area I (northern section) with the floor 

raised to 10,500 feet MSL and ceiling to 

12,000 feet MSL. Allows north-flow 

departures from SLC to climb and turn 

eastbound on course. The eastern 

boundary of this new area is moved to 

the west along the Wasatch Mountains 

ridgeline. The southern section of 

existing Area I is deleted. 

Area M. Similar to existing Area M 

with the floor at 9,000 feet MSL and 

ceiling raised to 12,000 feet MSL. The 

lateral boundaries extend slightly with 

the northern boundary extended north 

to the TCH 26-mile DME arc and the 

western boundary extended west 

approximately one mile. 

Area N. New area established north of 

the existing Salt Lake City Class B 

airspace area with the floor at 10,000 

feet MSL and ceiling at 12,000 feet MSL. 

Contains aircraft flying instrument 

approaches to SLC runway 17. 

Area O. New area established in 

existing Class B airspace north and east 

of SLC with the floor at 7,500 feet MSL 

and ceiling raised to 12,000 feet MSL. 

Provides containment of aircraft flying 

instrument approaches to SLC runway 

16R and 16L. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with FAA 

Order 1050.1E, ‘‘Environmental 

Impacts: Policies and Procedures,’’ 

paragraph 311a. This airspace action is 

not expected to cause any potentially 

significant environmental impacts, and 

no extraordinary circumstances exist 

that warrant preparation of an 

environmental assessment. 

Paperwork Reduction Act 

The Paperwork Reduction Act of 1995 

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

FAA consider the impact of paperwork 

and other information collection 

burdens imposed on the public. We 

have determined that there is no new 

information collection requirement 

associated with this final rule. 

Regulatory Evaluation Summary 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 and 

Executive Order 13563 direct that each 

Federal agency shall propose or adopt a 

regulation only upon a reasoned 

determination that the benefits of the 

intended regulation justify its costs. 

Second, the Regulatory Flexibility Act 

of 1980 (Pub. L. 96–354) requires 

agencies to analyze the economic 

impact of regulatory changes on small 

entities. Third, the Trade Agreements 

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

from setting standards that create 

unnecessary obstacles to the foreign 

commerce of the United States. In 

developing U.S. standards, the Trade 

Act requires agencies to consider 

international standards and, where 

appropriate, that they be the basis of 

U.S. standards. Fourth, the Unfunded 

Mandates Reform Act of 1995 (Pub. L. 

104–4) requires agencies to prepare a 

written assessment of the costs, benefits, 

and other effects of proposed or final 

rules that include a Federal mandate 

likely to result in the expenditure by 

State, local, or tribal governments, in the 

aggregate, or by the private sector, of 

$100 million or more annually (adjusted 

for inflation with base year of 1995). 

This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this final rule. 

Department of Transportation Order 

DOT 2100.5 prescribes policies and 

procedures for simplification, analysis, 

and review of regulations. If the 

expected cost impact is so minimal that 

a proposed or final rule does not 

warrant a full evaluation, this order 

permits that a statement to that effect 

and the basis for it to be included in the 

preamble if a full regulatory evaluation 

of the cost and benefits is not prepared. 

Such a determination has been made for 


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49716 Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Rules and Regulations 

this final 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 rule, and a review of 

the recommendations and comments, 

the FAA expects that this final rule 

would result in minimal cost. The FAA 

is taking this action to improve the flow 

of air traffic, enhance safety, and reduce 

the potential for midair collision in the 

Salt Lake City Class B airspace. 

The FAA received comments to the 

NPRM that indicated concern with the 

rule from an economic standpoint. 

Commenters such as the Aircraft 

Owners and Pilots Association (AOPA) 

expressed the concern that an increase 

to the ceiling height of Salt Lake City 

Class B airspace will result in general 

aviation pilots taking less efficient 

routing to circumnavigate the Class B 

airspace. The Experimental Aircraft 

Association (EAA) fears that general 

aviation operators who are unable to 

comply with the supplemental oxygen 

requirement or unable to obtain air 

traffic control clearance to fly visual 

flight rules (VFR) into the Class B will 

be forced to fly thousands of miles 

around the Salt Lake City Class B 

airspace in mountainous terrain. The 

result would be to cost general aviation 

aircraft operators thousands of dollars in 

unanticipated aircraft operating 

expenses and place the aircraft and 

passengers over hostile, mountainous 

terrain for extended periods of time. 

The FAA has restructured the 

airspace to allow sufficient alternatives 

to circumnavigation for VFR traffic. The 

restructuring and other FAA actions 

include the following: 

• Raising Class B airspace floors 

south of and west/northwest of the 

Point of the Mountain 1,000 feet to 

allow north- and south-bound VFR 

aircraft flying along I–15 more airspace 

to fly under the SLC Class B airspace 

area; 

• Reducing Class B surface area 

northern and southern boundaries to 

provide more airspace for east- and 

west-bound VFR aircraft to fly under the 

Class B airspace area; 

• Raising Class B airspace floor along 

the Wasatch Mountains ridgeline 1,500 

feet to provide more airspace for VFR 

aircraft crossing the ridgeline; 

• Establishing and charting high 

altitude VFR transition routes at 10,500 

feet MSL for westbound traffic and at 

11,500 feet MSL for eastbound traffic, 

with associated frequencies, on the Salt 

Lake City Terminal Area Charts; and 

• Adopting VFR flyway amendment 

recommendations received from the Ad 

hoc Committee and NPRM commenters. 

The FAA provided numerous 

alternatives for GA traffic to fly in the 

Salt Lake City airspace. As such, we 

estimate a minimal impact. 

FAA has, therefore, determined that 

this final rule is not a ‘‘significant 

regulatory action’’ as defined in section 

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

‘‘significant’’ as defined in DOT’s 

Regulatory Policies and Procedures. 

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 rule would not 

have a significant economic impact on 

a substantial number of small entities as 

the economic impact is expected to be 

minimal. 

Therefore, the FAA Administrator 

certifies that this final rule will 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 final rule and 

determined that it will 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 final rule does not contain such a 

mandate; therefore, the requirements of 

Title II of the Act do not apply. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

Adoption of the Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

amends 14 CFR part 71 as follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; 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 7400.9V, Airspace 

Designations and Reporting Points, 

dated August 9, 2011, and effective 

September 15, 2011, is amended as 

follows: 


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Paragraph 3000 Subpart B—Class B 

Airspace. 

* * * * * 

ANM UT B Salt Lake City, UT [Modified] 

Salt Lake City International Airport (Primary 

Airport) 

(Lat. 40°47′18′′ N., long. 111°58′40′′ W.) 

Wasatch VORTAC (TCH) 

(Lat. 40°51′01′′ N., long. 111°58′55′′ W.) 

Hill AFB (HIF) 

(Lat. 41°07′26′′ N., long. 111°58′23′′ W.) 

Boundaries 

Area A. That area extending upward from 

the surface to and including 12,000 MSL, 

within an area bounded by a line beginning 

at the TCH 20° radial 6.6-mile DME at lat. 

40°57′13′′ N., long. 111°55′56′′ W.; thence 

south to the intersection of Redwood Rd. and 

W. 500 South St. at the TCH 049° radial 3.1- 

mile DME at lat. 40°53′02′′ N., long. 

111°55′48′′ W.; thence south to Center St. at 

the TCH 102° radial 2.3-mile DME at lat. 

40°50′32′′ N., long. 111°55′57′′ W.; thence east 

along Center St. to Interstate 15 (I–15) at the 

4.3-mile DME radius of the Salt Lake City 

International Airport at the TCH 099° radial 

3-mile DME at lat. 40°50′32′′ N., long. 

111°54′56′′ W.; thence clockwise along the 

4.3-mile DME radius of the Salt Lake City 

International Airport to I–15 at the TCH 151° 

radial 7.3-mile DME at lat. 40°44′37′′ N., long. 

111°54′15′′ W.; thence south along I–15 to W. 

5300 South St. at the TCH 163° radial 12.3- 

mile DME at lat. 40°39′17′′ N., long. 

111°54′06′′ W.; thence west to the Usana 

Amphitheatre at the TCH 192° radial 11.8- 

mile DME at lat. 40°39′28′′ N., long. 

112°02′08′′ W.; thence northwest to the 

intersection of State Route 201 (SR–201) and 

S. 8000 West St. at the TCH 210° radial 9.1- 

mile DME at lat. 40°43′06′′ N., long. 

112°04′56′′ W.; thence northwest to Interstate 

80 (I–80) at the TCH 239° radial 9-mile DME 

at lat. 40°46′22′′ N., long. 112°09′04′′ W.; 

thence north to a point southeast of Seagull 

Point on Antelope Island at the TCH 304° 

radial 9.3-mile DME at lat. 40°56′13′′ N., long. 

112°09′05′′ W.; thence east to the point of 

beginning. 

Area B. That airspace extending upward 

from 7,800 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning at the TCH 265° radial 12-mile 

DME at lat. 40°49′57′′ N., long 112°14′40′′ W.; 

thence west along the TCH 265° radial to the 

20-mile DME arc at lat. 40°49′13′′ N., long. 

112°25′09′′ W.; thence clockwise along the 

TCH 20-mile DME arc to the 4.3-mile DME 

radius of Hill AFB at the TCH 009° radial at 

lat. 41°10′47′′ N., long. 111°54′48′′ W.; thence 

clockwise along the 4.3-mile DME radius of 

Hill AFB to W. 1700 South St. at the TCH 

347° radial 14.7-mile DME at lat. 41°05′20′′ 

N., long. 112°03′21′′ W.; thence west along W. 

1700 South St. to the TCH 329° radial 16.8- 

mile DME at lat. 41°05′22′′ N., long. 

112°10′20′′ W.; thence south to the TCH 316° 

radial 11.6-mile DME at lat. 40°59′21′′ N., 

long. 112°09′33′′ W.; thence south to a point 

southeast of Seagull Point on Antelope Island 

at the TCH 304° radial 9.3-mile DME at lat. 

40°56′13′′ N., long. 112°09′05′′ W.; thence 

southwest to the point of beginning. 

Area C. That airspace extending upward 

from 6,000 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning at the TCH 316° radial 11.6-mile 

DME at lat. 40°59′21′′ N., long. 112°09′33′′ W.; 

thence east to I–15 at the TCH 013° radial 

9.8-mile DME at lat. 41°00′34′′ N., long. 

111°56′00′′ W.; thence south to the TCH 020° 

radial 6.6-mile DME at lat. 40°57′13′′ N., long. 

111°55′56′′ W.; thence west to a point 

southeast of Seagull Point on Antelope Island 

at the TCH 304° radial 9.3-mile DME at lat. 

40°56′13′′ N., long. 112°09′05′′ W.; thence 

north to the point of beginning. 

Area D. That airspace extending upward 

from 6,000 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning at the Usana Amphitheatre at the 

TCH 192° radial 11.8-mile DME at lat. 

40°39′28′′ N., long. 112°02′08′′ W.; thence east 

to the intersection of I–15 and W. 5300 South 

St. at the TCH 163° radial 12.3-mile DME at 

lat. 40°39′17′′ N., long. 111°54′06′′ W.; thence 

south along I–15 to the TCH 169° radial 20.7- 

mile DME at lat. 40°30′43′′ N., long. 

111°53′31′′ W.; thence west to the TCH 184° 

radial 20.4-mile DME at lat. 40°30′38′′ N., 

long. 112°00′33′′ W.; thence north to the TCH 

184° radial 16-mile DME at lat. 40°35′03′′ N., 

long. 112°00′23′′ W.; thence clockwise along 

the TCH 16-mile DME arc to State Route 48 

(SR–48) at the TCH 189° radial at lat. 

40°35′13′′ N., long. 112°02′18′′ W.; thence 

north to the point of beginning. 

Area E. That airspace extending upward 

from 6,500 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning on SR–48 at the TCH 189° radial 

16-mile DME arc at lat. 40°35′13′′ N., long. 

112°02′18′′ W.; thence clockwise along the 

TCH 16-mile DME arc to the TCH 203° radial 

at lat. 40°36′14′′ N., long. 112°07′00′′ W.; 

thence north along long. 112°07′00′′ W. to the 

TCH 211° radial 12-mile DME at lat. 

40°40′42′′ N., long. 112°07′00′′ W.; thence 

clockwise along the TCH 12-mile DME arc to 

the railroad tracks at the TCH 233° radial at 

lat. 40°43′43′′ N., long. 112°11′27′′ W.; thence 

west along the railroad tracks to the TCH 

236° radial 13.5-mile DME at lat. 40°43′27′′ 

N., long. 112°13′38′′ W.; thence clockwise 

along the TCH 13.5-mile DME arc to the TCH 

265° radial at lat. 40°49′49′′ N., long. 

112°16′38′′ W.; thence east along the TCH 

265° radial to the TCH 12-mile DME at lat. 

40°49′57′′ N., long. 112°14′40′′ W.; thence 

northeast to a point southeast of Seagull 

Point on Antelope Island at the TCH 304° 

radial 9.3-mile DME at lat. 40°56′13′′ N., long. 

112°09′05′′ W.; thence south to I–80 at the 

TCH 239° radial 9-mile DME at lat. 40°46′22′′ 

N., long. 112°09′04′′ W.; thence southeast to 

the intersection of SR–201 and S. 8000 West 

St. at the TCH 210° radial 9.1-mile DME at 

lat. 40°43′06′′ N., long. 112°04′56′′ W.; thence 

southeast to the Usana Amphitheatre at the 

TCH 192° radial 11.8-mile DME at lat. 

40°39′28′′ N., long. 112°02′08′′ W.; thence 

south to the point of beginning. 

Area F. That airspace extending upward 

from 7,000 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning at the TCH 184° radial 16-mile 

DME at lat. 40°35′03′′ N., long. 112°00′23′′ W.; 

thence clockwise along the TCH 16-mile 

DME arc to the TCH 203° radial at lat. 

40°36′14′′ N., long. 112°07′00′′ W.; thence 

south along long. 112°07′00′′ W. to the TCH 

197° radial 21.4-mile DME at lat. 40°30′33′′ 

N., long. 112°07′00′′ W.; thence east to the 

TCH 184° radial 20.4-mile DME at lat. 

40°30′38′′ N., long. 112°00′33′′ W.; thence 

north to the point of beginning. 

Area G. That airspace extending upward 

from 8,000 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning on I–15 at the TCH 169° radial 

20.7-mile DME at lat. 40°30′43′′ N., long. 

111°53′31′′ W.; thence south along I–15 to the 

TCH 172° radial 24.4-mile DME at lat. 

40°26′51′′ N., long. 111°54′42′′ W.; thence 

south along the TCH 173° radial to the TCH 

26.9-mile DME at lat. 40°24′19′′ N., long. 

111°54′23′′ W.; thence west to the TCH 193° 

radial 27.6-mile DME at lat. 40°24′07′′ N., 

long. 112°07′00′′ W.; thence north along long. 

112°07′00′′ W. to the TCH 197° radial 21.4- 

mile DME at lat. 40°30′33′′ N., long. 

112°07′00′′ W.; thence east to the point of 

beginning. Excluding R–6412, when active. 

Area H. That airspace extending upward 

from 9,000 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning at the TCH 193° radial 27.6-mile 

DME at lat. 40°24′07′′ N., long. 112°07′00′′ W.; 

thence south along long. 112°07′00′′ W. to the 

TCH 191° radial 33-mile DME at lat. 

40°18′34′′ N., long. 112°07′00′′ W.; thence 

counter clockwise along the TCH 33-mile 

DME arc to the TCH 173° radial at lat. 

40°18′14′′ N., long. 111°53′42′′ W.; thence 

north along the TCH 173° radial to the TCH 

26.9-mile DME at lat. 40°24′19′′ N., long. 

111°54′23′′ W.; thence west to the point of 

beginning. Excluding R–6412, when active. 

Area I. That airspace extending upward 

from 10,000 feet MSL to and including 

12,000 feet MSL, within an area bounded by 

a line beginning on I–15 at the TCH 172° 

radial 24.4-mile DME at lat. 40°26′51′′ N., 

long. 111°54′42′′ W.; thence south along I–15 

to intercept the TCH 160° radial 33-mile DME 

at lat. 40°19′54′′ N., long. 111°44′26′′ W.; 

thence clockwise along the TCH 33-mile 

DME arc to the TCH 173° radial at lat. 

40°18′14′′ N., long. 111°53′42′′ W.; thence 

north along the TCH 173° radial to the point 

of beginning. 

Area J. That airspace extending upward 

from 11,000 feet MSL to and including 

12,000 feet MSL, within an area bounded by 

a line beginning on the railroad tracks at the 

TCH 238° radial 20-mile DME at lat. 

40°40′22′′ N., long. 112°21′12′′ W.; thence east 

along the railroad tracks to the TCH 233° 

radial 12-mile DME at lat. 40°43′43′′ N., long. 

112°11′27′′ W.; thence counter clockwise 

along the TCH 12-mile DME arc to the TCH 

211° radial at lat. 40°40′42′′ N., long. 

112°07′00′′ W.; thence south along long. 

112°07′00′′ W. to the TCH 198° radial 20-mile 

DME at lat. 40°31′58′′ N., long. 112°07′00′′ W.; 

thence clockwise along the TCH 20-mile 

DME arc to the point of beginning. 

Area K. That airspace extending upward 

from 8,600 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning at the TCH 265° radial 13.5-mile 

DME at lat. 40°49′49′′ N., long. 112°16′38′′ W.; 

thence west along the TCH 265° radial to 

intercept the TCH 20-mile DME arc at lat. 

40°49′13′′ N., long. 112°25′09′′ W.; thence 

counter clockwise along the TCH 20-mile 

DME arc to the railroad tracks at the TCH 


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238° radial at lat. 40°40′22′′ N., long. 

112°21′12′′ W.; thence east along the railroad 

tracks to the TCH 236° radial 13.5-mile DME 

at lat. 40°43′27′′ N., long. 112°13′38′′ W.; 

thence clockwise along the TCH 13.5-mile 

DME arc to the point of beginning. 

Area L. That airspace extending upward 

from 10,500 feet MSL to and including 

12,000 feet MSL, within an area bounded by 

a line beginning at the intersection of the 

Wasatch Mountains ridge line and Interstate 

84 (I–84) at the TCH 016° radial 18-mile DME 

at lat. 41°08′17′′ N., long. 111°52′18′′ W.; 

thence west along I–84 to the 4.3-mile radius 

of Hill AFB at the TCH 015° radial 17.9-mile 

DME at lat. 41°08′16′′ N., long. 111°52′48′′ W.; 

thence clockwise along the 4.3-mile radius of 

Hill AFB to U.S. Highway 89 at the TCH 014° 

radial 13.6-mile DME at lat. 41°04′11′′ N., 

long. 111°54′39′′ W.; thence south along U.S. 

Highway 89 to I–15 at the TCH 024° radial 

9-mile DME at lat. 40°59′14′′ N., long. 

111°54′05′′ W.; thence south along I–15 to the 

TCH 072° radial 4-mile DME at lat. 40°52′16′′ 

N., long. 111°53′50′′ W.; thence east along lat. 

40°52′16′′ N. to the TCH 081° radial 8-mile 

DME at lat. 40°52′16′′ N., long. 111°48′30′′ W.; 

thence north along long. 111°48′30′′ W. to the 

Wasatch Mountains ridge line at the TCH 

059° radial 9.2-mile DME at lat. 40°55′45′′ N., 

long. 111°48′30′′ W.; thence north along the 

Wasatch Mountains ridge line to the point of 

beginning. 

Area M. That airspace extending upward 

from 9,000 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning on I–15 at the TCH 356° radial 26- 

mile DME at lat. 41°16′57′′ N., long. 

112°01′33′′ W.; thence counter clockwise 

along the TCH 26-mile DME arc to the TCH 

338° radial at lat. 41°15′07′′ N., long. 

112°11′50′′ W.; thence south to the TCH 333° 

radial 20-mile DME at lat. 41°08′50′′ N., long. 

112°10′56′′ W.; thence clockwise along the 

TCH 20-mile DME arc to I–15 at the TCH 

356° radial at lat. 41°10′58′′ N., long. 

112°00′49′′ W.; thence north along I–15 to the 

point of beginning. 

Area N. That airspace extending upward 

from 10,000 feet MSL to and including 

12,000 feet MSL, within an area bounded by 

a line beginning on I–15 at the TCH 356° 

radial 26-mile DME at lat. 41°16′57′′ N., long. 

112°01′33′′ W.; thence clockwise along the 

TCH 26-mile DME arc to North Mountain Rd. 

at the TCH 003° radial at lat. 41°16′59′′ N., 

long. 111°56′57′′ W.; thence south on North 

Mountain Rd., which turns into Harrison 

Blvd., to the TCH 004° radial 20-mile DME 

at lat. 41°10′58′′ N., long. 111°56′56′′ W.; 

thence counter clockwise along the TCH 20- 

mile DME arc to I–15 at the TCH 356° radial 

at lat. 41°10′58′′ N., long. 112°00′49′′ W.; 

thence north along I–15 to the point of 

beginning. 

Area O. That airspace extending upward 

from 7,500 feet MSL to and including 12,000 

feet MSL, within an area bounded by a line 

beginning at the intersection of U.S. Highway 

89 and a 4.3-mile radius from Hill AFB at the 

TCH 014° radial 13.6-mile DME at lat. 

41°04′11′′ N., long. 111°54′39′′ W.; thence 

clockwise along the 4.3-mile radius from Hill 

AFB to 1700 South St. at the TCH 347° radial 

14.7-mile DME at lat. 41°05′20′′ N., long. 

112°03′21′′ W.; thence west along W. 1700 

South St. to the TCH 329° radial 16.8-mile 

DME at lat. 41°05′22′′ N., long. 112°10′20′′ W.; 

thence south to the TCH 316° radial 11.6- 

mile DME at lat. 40°59′21′′ N., long. 

112°09′33′′ W.; thence east to I–15 at the TCH 

013° radial 9.8-mile DME at lat. 41°00′34′′ N., 

long. 111°56′00′′ W.; thence south to the TCH 

020° radial 6.6-mile DME at lat. 40°57′13′′ N., 

long. 111°55′56′′ W.; thence south to the 

intersection of Redwood Rd. and W. 500 

South St. at the TCH 049° radial 3.1-mile 

DME at lat. 40°53′02′′ N., long. 111°55′48′′ W.; 

thence south to Center St. at the TCH 102° 

radial 2.3-mile DME at lat. 40°50′32′′ N., long. 

111°55′57′′ W.; thence east along Center St. 

to I–15 at the TCH 099° radial 3-mile DME 

at lat. 40°50′32′′ N., long. 111°54′56′′ W.; 

thence north along I–15 to U.S. Highway 89 

at the TCH 024° radial 9-mile DME at lat. 

40°59′14′′ N., long. 111°54′05′′ W.; thence 

north along U.S. Highway 89 to the point of 

beginning. 

Issued in Washington, DC, on August 2, 

2012. 

Gary A. Norek, 

Manager, Airspace Policy and ATC 

Procedures Group. 

BILLING CODE 4910–13–P 


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Federal Register / Vol. 77, No. 160 / Friday, August 17, 2012 / Rules and Regulations 49719 

[FR Doc. 2012–19583 Filed 8–16–12; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–0392; Airspace 

Docket No. 12–AGL–3] 

Amendment of Class D Airspace; Sault 

Ste Marie, ON 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends Class D 

airspace at Sault Ste Marie, ON. 

Additional controlled airspace is 

necessary to coincide with the Canadian 

control zone over Sault Ste Marie 

Airport. The FAA is taking this action 

to enhance the safety and management 

of Instrument Flight Rule (IFR) 

operations at the airport. 


tkelley on DSK3SPTVN1PROD with RULESER17AU12.002</GPH>