Federal Register / Vol. 63, No. 150 /Wednesday, August 5, 1998 / Proposed Rules 41743

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

De Havilland, Inc.: Docket 97–NM–04–AD.

Applicability: Model DHC–8–100, –200,

and –300 series airplanes having serial

numbers 3 and subsequent; certificated in

any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent failure of the alternate release

mechanism of the flight compartment door,

which could delay or impede the evacuation

of the flightcrew and passengers during an

emergency, accomplish the following:

(a) Within 90 days after the effective date

of this AD, modify the lower hinge assembly

and main door latch (Modification 8/2337) of

the flight compartment door, in accordance

with de Havilland Service Bulletin S.B. 8–

52–39, Revision ‘D,’ dated February 27, 1998.

Note 2: Modification of the flight

compartment door accomplished prior to the

effective date of this AD in accordance with

de Havilland Service Bulletin S.B. 8–52–39,

dated August 30, 1996; Revision ‘A,’ dated

October 31, 1996; Revision ‘B,’ dated July 4,

1997; or Revision ‘C,’ dated September 1,

1997; is considered acceptable for

compliance with the modification required

by paragraph (a) of this AD.

(b) Within 800 flight hours after

accomplishment of the modification required

by paragraph (a) of this AD, inspect the hinge

areas around the hinge pin holes of the flight

compartment door for wear, in accordance

with de Havilland Service Bulletin S.B. 8–

52–39, Revision ‘C,’ dated September 1, 1997,

or Revision ‘D,’ dated February 27, 1998.

(1) If no wear is detected, or if the wear is

less than or equal to 0.020 inch in depth,

repeat the inspection thereafter at intervals

not to exceed 800 flight hours.

(2) If any wear is detected and its

dimension around the hinge pin holes is less

than 0.050 inch and greater than 0.020 inch

in depth, prior to further flight, perform the

applicable corrective actions specified in the

service bulletin. Repeat the inspection

thereafter at intervals not to exceed 800 flight

hours.

(3) If any wear is detected and its

dimension around the hinge pin holes is

greater than or equal to 0.050 inch in depth,

prior to further flight, replace the worn

hinges with new hinges in accordance with

the service bulletin. Repeat the inspection

thereafter at intervals not to exceed 800 flight

hours.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, New York

Aircraft Certification Office (ACO), FAA,

Engine and Propeller Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, New York ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the New York ACO.

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Note 4: The subject of this AD is addressed

in Canadian airworthiness directive CF–96–

20R2, dated July 16, 1997.

Issued in Renton, Washington, on July 29,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–20833 Filed 8–4–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 65, 66, and 147

[Docket No. 27863; Notice No. 98–5]

RIN 2120–AF22

Revision of Certification

Requirements: Mechanics and

Repairmen; Correction

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of Proposed Rulemaking

(NPRM); correction.

SUMMARY: This document corrects the

preamble to a proposed rule published

in the Federal Register on July 9, 1998,

(63 FR 37172) that would revise the

certification requirements for mechanics

and repairmen. This correction provides

the public with the correct telephone

number to obtain a copy of the NPRM.

FOR FURTHER INFORMATION CONTACT:

Leslie K. Vipond, AFS–350, Continuous

Airworthiness Maintenance Division,

Flight Standards Service, Federal

Aviation Administration, 800

Independence Avenue SW., Washington

DC 20591, telephone: (202) 267–3269.

Correction

In proposed rule FR Doc. 98–17589

beginning on page 37172 in the Federal

Register issue of Thursday, July 9, 1998,

make the following correction:

On page 37172, in the Availability of

NPRMs section, in the third column, in

the second complete paragraph, on line

7, the telephone number specified to

obtain a copy of the NPRM is listed as

‘‘(202) 267–9860.’’ This should be

changed to read ‘‘(202) 267–9680.’’

Issued: in Washington, DC on July 31,

1998.

Donald P. Byrne,

Assistant Chief Counsel, Regulations

Division.

[FR Doc. 98–20934 Filed 8–4–98; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 95–AWA–12]

RIN 2120–AA66

Proposed Modification of the Salt Lake

City Class B Airspace Area; Utah

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This action proposes to

modify the Salt Lake City, UT, Class B

airspace area. Specifically, this action

proposes to reconfigure three existing

subarea boundaries. The FAA is

proposing this action to enhance safety

and improve the flow of air traffic into,

out of, through, and around the Salt

Lake City Class B airspace area, while

accommodating the concerns of airspace

users.

DATES: Comments must be received on

or before October 5, 1998.

ADDRESSES: Send comments on the

proposal in triplicate to the Federal

Aviation Administration, Office of the

Chief Counsel, Attention: Rules Docket,

AGC–200, Airspace Docket No. 95–

AWA–12, 800 Independence Avenue,

SW., Washington DC 20591. Comments

may also be sent electronically to the

following Internet address: 9–NPRM–

CMTS@faa.dot.gov. The official docket

may be examined in the Rules Docket,

Office of the Chief Counsel, Room 916,

800 Independence Avenue, SW.,

Washington, DC, weekdays, except

Federal holidays, between 8:30 a.m. and

5:00 p.m. An informal docket may also

be examined during normal business

hours at the Office of the Regional Air

Traffic Division.

FOR FURTHER INFORMATION CONTACT: Ken

McElroy, Airspace and Rules Division,
41744 Federal Register / Vol. 63, No. 150 /Wednesday, August 5, 1998 / Proposed Rules

ATA–400, Office of Air Traffic Airspace

Management, 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 the

airspace docket number and should be

submitted in triplicate to the address

listed above. Commenters wishing the

FAA to acknowledge receipt of their

comments on this notice must submit

with those comments a self-addressed,

stamped postcard on which the

following statement is made:

‘‘Comments to Airspace Docket No. 95–

AWA–12.’’ 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 notice may be changed in light

of comments received. All comments

submitted will be available for

examination in the Rules 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 also be filed in the

docket.

Availability of NPRM’s

An electronic copy of this document

may be downloaded from the FAA

regulations section of the Fedworld

electronic bulletin board service

(telephone: 703–321–3339) or the

Federal Register’s electronic bulletin

board service (telephone: 202–512–

1661), using a modem and suitable

communications software.

Internet users may reach the Federal

Register’s web page at http://

www.access.gpo.gov/suldocs for

access to recently published rulemaking

documents.

Any person may obtain a copy of this

NPRM by submitting a request to the

Federal Aviation Administration, Office

of Air Traffic Airspace Management,

800 Independence Avenue, SW.,

Washington, DC 20591, or by calling

(202) 267–8783. Communications must

identify the notice number of this

NPRM.

Persons interested in being placed on

a mailing list for future NPRM’s should

call 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.

Related Rulemaking

On May 21, 1970, the FAA published

the Designation of Federal Airways,

Controlled Airspace, and Reporting

Points Final Rule (35 FR 7782). This

rule provided for the establishment of

Terminal Control Airspace areas (now

known as Class B airspace areas).

The Terminal Control Airspace area

(TCA) program was developed to reduce

the potential for midair collision in the

congested airspace surrounding airports

with high density air traffic by

providing an area wherein all aircraft

are subject to certain operating rules and

equipment requirements.

The density of traffic and the type of

operations being conducted in the

airspace surrounding major terminals

increases the probability of midair

collisions. In 1970, an extensive study

found that the majority of midair

collisions occurred between a general

aviation (GA) aircraft and an air carrier

or military aircraft, or another GA

aircraft. The basic causal factor common

to these conflicts was the mix of aircraft

operating under visual flight rules (VFR)

and aircraft operating under instrument

flight rules (IFR). Class B airspace areas

provide a method to accommodate the

increasing number of IFR and VFR

operations. The regulatory requirements

of these airspace areas afford the

greatest protection for the greatest

number of people by giving air traffic

control increased capability to provide

aircraft separation service, thereby

minimizing the mix of controlled and

uncontrolled aircraft.

The standard configuration of these

airspace areas contains three concentric

circles centered on the primary airport

extending to 10, 20, and 30 nautical

miles (NM), respectively. The standard

vertical limit of these airspace areas

normally should not exceed 10,000 feet

MSL, with the floor established at the

surface in the inner area and at levels

appropriate to the containment of

operations in the outer areas. Variations

of these criteria may be utilized

contingent on the terrain, adjacent

regulatory airspace, and factors unique

to the terminal area.

The coordinates for this airspace

docket are based on North American

Datum 83. Class B airspace areas are

published in Paragraph 3000 of FAA

Order 7400.9E dated September 10,

1997, and effective September 16, 1997,

which is incorporated by reference in 14

CFR section 71.1. The Class B airspace

area listed in this document would be

published subsequently in the Order.

On June 21, 1988, the FAA published

the Transponder With Automatic

Altitude Reporting Capability

Requirement Final Rule (53 FR 23356).

This rule requires all aircraft to have an

altitude encoding transponder when

operating within 30 NM of any

designated TCA (now known as Class B

airspace area) primary airport from the

surface up to 10,000 feet MSL. This rule

excluded those aircraft that were not

originally certificated with an enginedriven electrical system (or those that

have not subsequently been certified

with such a system), balloons, or

gliders.

On October 14, 1988, the FAA

published the Terminal Control Area

Classification and Terminal Control

Area Pilot and Navigation Equipment

Requirements Final Rule (53 FR 40318).

This rule, in part, requires the pilot-incommand of a civil aircraft operating

within a Class B airspace area to hold

at least a private pilot certificate, except

for a student pilot who has received

certain documented training.

On December 17, 1991, the FAA

published the Airspace Reclassification

Final Rule (56 FR 65638). This rule

discontinued the use of the term

‘‘Terminal Control Area’’ and replaced it

with the designation ‘‘Class B airspace

area.’’ This change in terminology is

reflected in the remainder of this NPRM.

The Proposal

This action proposes to modify the

Salt Lake City Class B airspace area. The

FAA periodically reviews existing

airspace areas to determine whether

there is an operational need to modify

the area. These proposed modifications

reflect input from system users

regarding operational needs, limitations,

and local geographical anomalies. The

proposed changes would reduce the

lateral boundaries of Areas A and H,

and redesign Area M of the Salt Lake

City Class B airspace as follows:

Area A. The current boundary of Area

A is not easily identifiable by

geographical landmarks and also serves

as a barrier to GA aircraft transiting

north-south along Interstate 15 (I–15),

requiring pilots to obtain a clearance to

enter Class B airspace. Further, the

portion of Area A east of I–15 provides

no operational advantage to ATC. This

action proposes to redefine the

boundary of Area A using easily
Federal Register / Vol. 63, No. 150 /Wednesday, August 5, 1998 / Proposed Rules 41745

identifiable geographical landmarks that

would allow those aircraft that do not

desire to enter the Class B airspace area

a means of transition along the east side

of I–15.

Area H. The proposed design of this

area, i.e., moving the existing boundary

approximately two miles to the east,

would provide additional maneuvering

area for VFR aircraft wishing to remain

clear of the Class B airspace area.

Further, the portion of Area H

southwest of the Salt Lake City airport

provides no operational advantage to

ATC.

Area M. The proposed modification to

Area M is both a reduction to the east

and an expansion to the north of the

current Class B airspace area. Currently,

IFR aircraft arriving from the north are

held at 10,000 feet MSL until crossing

the Class B boundary into Area M, at

which time these aircraft must rapidly

descend in order to arrive at the FANDS

Intersection at 9,000 feet MSL, the

normal altitude for transition to the ILS/

DME Runway 16R approach. This action

proposes an expansion of approximately

two miles on the north side of the

current Class B airspace area that would

allow aircraft to make a more gradual

descent to the FANDS Intersection.

The overall effect of these proposed

changes is a net reduction in Salt Lake

City Class B airspace area which would

enhance the safe, efficient movement of

both VFR and IFR aircraft into, out of,

through, and around the Salt Lake

Valley area.

Regulatory Evaluation Summary

Proposed 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 requires agencies to analyze the

economic effect of regulatory changes

on small entities. Third, the Office of

Management and Budget directs

agencies to assess the effect of

regulatory changes on international

trade. In conducting these analyses, the

FAA has determined that this proposed

rule: (1) would generate benefits that

justify its costs and is not ‘‘a significant

regulatory action’’ as defined in the

Executive Order; (2) is not significant as

defined in Department of

Transportation’s Regulatory Policies and

Procedures; (3) would not have a

significant impact on a substantial

number of small entities; (4) would not

constitute a barrier to international

trade; and (5) would not impose a

significant intergovernmental or private

sector mandate. Therefore, the

requirements of Title II of the Unfunded

Mandates Reform Act of 1995 do not

apply. These analyses are summarized

here in the preamble.

This regulatory evaluation analyzes

the potential costs and benefits of the

NPRM to amend part 71. This proposed

action would modify the Salt Lake City

Class B airspace area by reducing

portions of Areas A and H, and by

expanding part of Area M. These

changes would provide GA aircraft

enhanced accessibility to transition

outside the Class B airspace area, and it

would redefine the lateral boundaries

along identifiable ground features.

The FAA has determined that the

proposed modification of the Salt Lake

City Class B airspace area would not

result in any additional cost to either

aircraft operators or the agency. This

proposed action was prompted by a

change in aircraft operations into and

out of Salt Lake City International

Airport, and it would enhance the Salt

Lake City Airport Traffic Control Tower/

Terminal Radar Approach Control

capability to monitor and control IFR

and VFR traffic in the Class B airspace.

This proposed action would provide

benefits for systems users and the FAA

by enhancing operational efficiency in

the form of improving air traffic flow,

and would not result in any reduction

to aviation safety in the terminal area.

The benefits of the proposed rule would

stem from the creation of additional

operating room for VFR traffic outside of

the modified Salt Lake City Class B

airspace area. The airspace modification

proposed by this action would enhance

aviation safety in the Salt Lake City

Class B airspace area.

The FAA has determined that the

implementation of the proposed rule

would not impose any additional costs

on either the agency or aircraft

operators. This proposed rule would not

impose any additional administrative

costs for personnel, facilities, or

equipment on the FAA. Another

potential cost of this proposal is the cost

associated with the revision of

aeronautical charts to reflect the

modified boundaries of the Salt Lake

City Class B airspace area. The FAA has

determined that these proposed

modifications would be incorporated

during routine charting cycles. The

costs associated with printing

aeronautical charts are a normal

operating expense. Since the FAA

requires the public to use only current

charts, pilots would not incur any

additional costs for obtaining revised

Class B airspace charts.

The FAA has determined that aircraft

operators would not incur any

additional navigational or equipment

costs, as a result of the reduction in

Area A and Area H lateral boundaries,

and expansion of Area M. The proposed

modification of the controlled airspace

would reduce the two lateral boundaries

in subareas A and H. The reduction of

the subareas would not impose any

additional avionics equipment or

circumnavigation costs. The expansion

of Area M in the north would be

insignificant in distance (2 to 6 NM);

therefore, the alteration would not

impose additional circumnavigation

costs on operators. Overall, the Class B

airspace area would be reduced in size.

The proposed rule would not impose

any additional administrative costs on

the FAA for personnel, facilities, or

equipment. The proposed alteration of

Areas A, H, and M would reduce the

overall size of the Class B airspace area.

This proposed action would decrease

workload demands on current FAA

personnel and equipment, and enhance

aviation safety. The FAA maintains that

changes proposed in this NPRM would

allow ATC to concentrate current

resources onto those subareas with

greater activity and enhance safety and

efficiency.

In view of the zero cost of

compliance, combined with benefits of

enhanced operational efficiency, the

FAA has determined that this proposed

rule would be cost-beneficial.

Initial Regulatory Flexibility

Determination

Regulatory Flexibility Act of 1980

(RFA) was enacted by Congress to

ensure that small entities (small

business and small not-for-profit

government jurisdictions) are not

unnecessarily and disproportionately

burdened by Federal regulations. The

RFA, which was amended May 1996,

requires regulatory agencies to review

rules that may have ‘‘a significant

economic impact on a substantial

number of small entities.’’ The Small

Business Administration suggests that

‘‘small’’ represent the impacted entities

with 1,500 or fewer employees.

Since this NPRM would only

potentially affect those GA aircraft

operators who fly under visual flight

rules in accordance with 14 CFR, part

91 as individuals, rather than as small

entities, no small entities would be

impacted. For this reason, the FAA has

determined that this NPRM would not

result in a significant economic impact

on a substantial number of small

entities. Therefore, a regulatory

flexibility analysis is not required under

the terms of the RFA.
41746 Federal Register / Vol. 63, No. 150 /Wednesday, August 5, 1998 / Proposed Rules

International Trade Impact Assessment

The NPRM would neither constitute a

barrier to international trade, for the

export of American goods and services

to foreign countries nor for the import

of foreign goods and services into the

United States. The NPRM would not

impose costs on aircraft operators or

aircraft manufacturers in the U.S. or

foreign countries. The proposed

modifications to the Salt Lake City Class

B airspace would only affect GA aircraft

utilizing U.S. VFR procedures.

Unfunded Mandates Assessment

Title II of the Unfunded Mandates

Reform Act of 1995 (the Act), enacted as

Pub. L. 104–4 on March 22, 1995,

requires each Federal agency, to the

extent permitted by law, to prepare a

written assessment of the effects of any

Federal mandate in a proposed or final

agency rule that may result in the

expenditure of $100 million or more

adjusted annually for inflation in any

one year by State, local, and tribal

governments, in the aggregate, or by the

private sector. Section 204(a) of the Act,

2 U.S.C. 1534(a), requires the Federal

agency to develop an effective process

to permit timely input by elected

officers (or their designees) of State,

local and tribal governments on a

proposed ‘‘significant intergovernmental

mandate.’’ A ‘‘significant

intergovernmental mandate’’ under the

Act is any provision in a Federal agency

regulation that would impose an

enforceable duty upon State, local, and

tribal governments, in the aggregate, (of

$100 million adjusted annually for

inflation) in any one year. Section 203

of the Act, 2 U.S.C. 1533, which

supplements section 204(a), provides

that before establishing any regulatory

requirements that might significantly or

uniquely affect small governments, the

agency shall have developed a plan that

among other things, provides for notice

to potentially affected small

governments, if any, and for a

meaningful and timely opportunity to

provide input in the development of

regulatory proposals.

Since this proposed rule would not

impose any costs on either private or

public entities, it does not contain

neither a Federal intergovernmental nor

private sector mandate. Therefore, the

requirements of Title II of the Unfunded

Mandates Reform Act of 1995 do not

apply.

Paperwork Reduction Act

This proposed rule contains no

information collection requests

requiring approval of the Office of

Management and Budget pursuant to the

Paperwork Reduction Act (44 U.S.C.

3507 et seq.).

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,

CLASS B, CLASS C, CLASS D, AND

CLASS E AIRSPACE AREAS;

AIRWAYS; ROUTES; AND REPORTING

POINTS

1. The authority citation for part 71

continues to read as follows:

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

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

1963 Comp., p. 389.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9E, Airspace

Designations and Reporting Points,

dated September 10, 1997, and effective

September 16, 1997, is amended as

follows:

Paragraph 3000—Subpart B—Class B

Airspace

* * * * *

ANM UT B Salt Lake City, UT [REVISED]

Salt Lake City International Airport (Primary

Airport)

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

Salt Lake City International Airport Runway

17 ILS (I–BNT)

ILS/DME Antenna

(lat. 40°46′10′′N, long. 111°57′44′′W).

Boundaries

Area A. That airspace extending upward

from the surface to and including 10,000 feet

MSL beginning at a point where the 13-mile

arc of the Salt Lake City International Airport

Runway 17 ILS (I–BNT) instrument landing

system/distance measuring equipment (ILS/

DME) antenna intercepts Interstate 15 (I–15),

extending south on I–15 until intercepting

the 11-mile arc of I–BNT ILS/DME antenna

clockwise until intercepting the Union

Pacific railroad tracks, extending southwest

on the Union Pacific railroad tracks until

intercepting the 13-mile arc of the I–BNT

ILS/DME antenna clockwise until the point

of beginning, excluding Areas C, D, K, and

L described hereinafter.

Area B. That airspace extending upward

from 7,600 feet MSL to and including 10,000

feet MSL between the 13-mile radius and the

25-mile radius of the I–BNT ILS/DME

antenna, excluding that airspace south of the

Union Pacific railroad tracks and that

airspace east of where the 25-mile arc

intercepts the Ogden-Hinckley Airport, UT,

Class D airspace area and the Ogden, Hill

AFB, UT, Class D airspace area until

intercepting U.S. Highway 89, extending

south on U.S. Highway 89 until intercepting

the 11-mile arc of the I–BNT ILS/DME

antenna.

Area C. That airspace extending upward

from 6,500 feet MSL to and including 10,000

feet MSL beginning at a point where the 11-

mile arc of the I–BNT ILS/DME antenna

intercepts the Union Pacific railroad tracks

extending southwest on the Union Pacific

railroad tracks until intercepting the 13-mile

arc of the I–BNT ILS/DME antenna clockwise

until a point at lat. 40°46′30′′N, long.

112°14′50′′W, extending east to a bend on

Interstate 80 (I–80) at lat. 40°46′30′′N, long.

112°08′48′′W, then southeast to the drive-in

theater north of the city of Magna at lat.

40°43′00′′N, long. 112°04′48′′W, then

southeast to the water tank at lat. 40°40′00′′N,

long. 112°03′33′′W, extending southeast to a

point at lat. 40°39′20′′N, long. 112°02′33′′W,

extending south along long. 112°02′33′′W,

until intercepting the 11-mile arc of the I–

BNT ILS/DME antenna then northwest on the

11-mile arc of the I–BNT ILS/DME antenna

clockwise to the point of beginning.

Area D. That airspace extending upward

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

feet MSL beginning at a point at lat.

40°39′20′′N, long. 112°02′33′′W, extending

east to a point at lat. 40°39′20′′N, long.

111°58′13′′W, extending south along long.

111°58′13′′W, until intercepting the 11-mile

arc of the I–BNT ILS/DME antenna, then

counterclockwise until intercepting I–15,

extending south on I–15 until intercepting a

line at lat. 40°31′05′′N, extending west on lat.

40°31′05′′N, until a point at lat. 40°31′05′′N,

long. 112°00′33′′W, then north along long.

112°02′33′′W, to intercept the 11-mile arc of

the I–BNT ILS/DME antenna at lat.

40°35′22′′N, long. 112°00′33′′W, then

clockwise on the 11-mile arc of I–BNT ILS/

DME antenna to long. 112°02′33′′W, then to

the point of beginning.

Area E. That airspace extending upward

from 7,000 feet MSL to and including 10,000

feet MSL beginning at a point where the 11-

mile arc of the I–BNT ILS/DME antenna

intercepts a line at long. 112°09′03′′W,

bounded on the west by long. 112°09′03′′W,

on the south by a line at lat. 40°31′05′′N, to

a point at lat. 40°31′05′′N, long. 112°00′33′′W,

extending north to lat. 40°35′22′′N, long.

112°00′33′′W, then clockwise on the 11-mile

arc of the I–BNT ILS/DME antenna to the

point of beginning.

Area F. That airspace extending upward

from 7,000 feet MSL to and including 10,000

feet MSL beginning at a point where a line

at lat. 40°31′05′′N, intercepts I–15 extending

west on lat. 40°31′05′′N, to long.

112°00′33′′W, then south on long.

112°00′33′′W, to lat. 40°27′30′′N, then east

along lat. 40°27′30′′N, to I–15, then north to

the point of beginning.

Area G. That airspace extending upward

from 8,000 feet MSL to and including 10,000

feet MSL beginning at the Bingham Copper

Mine at lat. 40°31′05′′N, long. 112°09′03′′W,

extending south to lat. 40°27′30′′N, long.

112°09′03′′W, then east to lat. 40°27′30′′N,

long. 112°00′33′′W, then north to lat.

40°31′05′′N, extending west to the point of

beginning.

Area H. That airspace extending upward

from 9,000 feet MSL to and including 10,000
Federal Register / Vol. 63, No. 150 /Wednesday, August 5, 1998 / Proposed Rules 41747

feet MSL beginning at a point where a line

at lat. 40°27′30′′N intercepts the I–15

freeway, extending south along I–15 to lat.

40°23′30′′N, extending west along lat.

40°23′30′′N to long. 111°55′00′′W thence

south along 111°55′00′′W until intercepting

the 30-mile Mode C veil of the Salt Lake City

International Airport, then clockwise along

the 30-mile arc until intercepting long.

112°06′00′′W then north along long.

112°06′00′′W until intercepting lat.

40°23′30′′N, extending west along lat.

40°23′30′′N, until along long. 112°09′03′′W,

then north along long. 112°09′03′′W until

intercepting lat. 40°27′30′′N extending east to

the point of beginning, excluding that

airspace contained in Restricted Areas R–

6412A and R–6412B when active.

Area I. That airspace extending upward

from 9,000 feet MSL to and including 10,000

feet MSL beginning at a point where a line

at long. 111°45′03′′W, intercepts Interstate 84

(I–84), extending south on long.

111°45′03′′W, until intercepting lat.

40°31′05′′N, extending west until

intercepting I–15, then north along I–15 until

intercepting the Salt Lake City International

Airport 4.3-mile arc, extending north along

the Salt Lake City International Airport 4.3-

mile arc until intercepting I–15, then north

along I–15 until intercepting U.S. Highway

89, extending north along U.S. Highway 89

until intercepting the Ogden, Hill AFB, UT,

Class D airspace area, then north along the

Ogden, Hill AFB, UT, Class D airspace area

until intercepting I–84, extending east along

I–84 until the point of beginning, excluding

that block of airspace east of Salt Lake City

International Airport between lat.

40°52′16′′N, and lat. 40°42′00′′N.

Area J. That airspace extending upward

from 7,800 feet MSL to and including 10,000

feet MSL beginning at a point where the 25-

mile arc of the I–BNT ILS/DME antenna

intercepts the Ogden-Hinckley Airport, UT,

Class D airspace area counterclockwise along

the Ogden-Hinckley Airport, UT, Class D

airspace area and the Ogden, Hill AFB, UT,

Class D airspace area until intercepting the

25-mile arc of the I–BNT ILS/DME antenna

to the point of beginning.

Area K. That airspace extending upward

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

feet MSL beginning at a point on the 13-mile

arc of the I–BNT ILS/DME antenna at lat.

40°46′30′′N, long. 112°14′50′′W, extending

east to the bend on I–80 at lat. 40°46′30′′N,

long. 112°08′48′′W, then north along long.

112°08′48′′W, until intercepting the 13-mile

arc of the I–BNT ILS/DME antenna, then

counterclockwise along the 13-mile arc of the

I–BNT ILS/DME antenna to the point of

beginning.

Area L. That airspace extending upward

from 7,000 feet MSL to and including 10,000

feet MSL west of I–15 bounded on the south

by Cudahy Lane, on the west by Redwood

Road until intercepting the Utah Power

Transmission lines, extending northeast

along the power transmission lines until

intercepting the 13-mile arc of the I–BNT

ILS/DME antenna to the point of beginning.

Area M. That airspace extending upward

from 9,000 feet MSL to and including 10,000

feet MSL beginning at a point where the 25-

mile arc of the I–BNT ILS/DME intersects

Runway 34 at the Ogden Municipal Airport

extending north along Runway 34 extended

centerline until it intersects the I–15 freeway

north of the Ogden Municipal Airport

extending north along the I–15 freeway to the

30-mile Mode C veil of the Salt Lake City

International Airport, thence

counterclockwise along the 30-mile Mode C

veil to long. 112°10′00′′W, then south along

long. 112°10′00′′W to the 25-mile arc of the

I–BNT ILS/DME, then clockwise along the

25-mile arc to the point of beginning.

* * * * *

Issued in Washington, DC, on July 29,

1998.

Reginald C. Matthews,

Acting Program Director for Air Traffic

Airspace Management.

Note: This Appendix will not appear in the

Code of Federal Regulations.

Appendix—Salt Lake City, UT, Class B

Airspace Area.
41748 Federal Register / Vol. 63, No. 150 /Wednesday, August 5, 1998 / Proposed Rules

[FR Doc. 98–20933 Filed 8–4–98; 8:45 am]

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