This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

35083 

Vol. 87, No. 111 

Thursday, June 9, 2022 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2020–0490; Airspace 

Docket No. 18–AWA–2] 

RIN 2120–AA66 

Amendment of Class B Airspace; 

Miami, FL 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the 

Miami International Airport, FL (MIA) 

Class B airspace area to ensure the 

containment of aircraft conducting 

instrument procedures. The FAA is 

taking this action to improve the flow of 

air traffic, enhance safety, and reduce 

the potential for midair collision in the 

MIA terminal area. The changes to the 

MIA Class B airspace area are to ensure 

the containment of arriving and 

departing aircraft within Class B 

airspace as required by FAA directives 

as contained in FAA Order 7400.2. This 

action is separate and distinct from the 

Florida Metroplex Project. 

DATES: Effective date September 8, 2022. 

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 JO 

7400.11 and publication of conforming 

amendments. 

ADDRESSES: FAA Order JO 7400.11F, 

Airspace Designations and Reporting 

Points, and subsequent amendments can 

be viewed online at https://

www.faa.gov/air_traffic/publications/. 

For further information, you can contact 

the Rules and Regulations Group, 

Federal Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone: (202) 267–8783. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Rules and Regulations Group, 

Office of Policy, Federal Aviation 

Administration, 800 Independence 

Avenue SW, Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

Subtitle I, Section 106 describes the 

authority of the FAA Administrator. 

Subtitle VII, Aviation Programs, 

describes in more detail the scope of the 

agency’s authority. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of the airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority as it modifies the 

Miami, FL, Class B airspace area to 

improve the flow of air traffic and 

enhance safety within the National 

Airspace System (NAS). 

History 

The FAA published a notice of 

proposed rulemaking for Docket No. 

FAA–2020–0490 in the Federal Register 

(86 FR 12868; March 5, 2021), 

modifying the Miami, FL, Class B 

airspace area. Interested parties were 

invited to participate in this rulemaking 

effort by submitting written comments 

on the proposal. Two 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 JO 7400.11F, dated August 10, 

2021 and effective September 15, 2021, 

which is incorporated by reference in 14 

CFR 71.1. The Class B airspace 

designations listed in this document 

will be subsequently published in FAA 

Order JO 7400.11. 

Discussion of Comments 

An anonymous commenter wrote in 

support of the proposed Class B 

modifications. The Aircraft Owners and 

Pilots Association (AOPA) expressed 

four concerns about the proposal as 

discussed below. 

First, AOPA acknowledged FAA’s 

action to improve the availability of 

Visual Flight Rules (VFR) flight 

following in the MIA area, but stated 

that recent feedback from members 

indicated that VFR flight following can 

still be difficult to obtain particularly as 

‘‘FAA has indicated they are not able to 

provide a VFR corridor through this 

airspace.’’ 

The current coronavirus (COVID–19) 

pandemic has impacted air traffic 

controller training and staffing which, at 

times, has limited the services 

controllers can provide to VFR aircraft 

due to workload. Within Miami 

Terminal Radar Approach Control 

(TRACON), training is resuming and 

staffing is returning to normal levels 

which will assist in creating additional 

opportunities to obtain/provide services 

to VFR aircraft when airborne. As a 

suggestion, VFR pilots wishing to 

receive air traffic control (ATC) services 

are encouraged to consider obtaining a 

VFR discreet code from ATC prior to 

departure. 

Second, AOPA stated that the ceiling 

of Class D airspace areas should be 

consistent with the floor of the 

overlying Class B or C airspace. AOPA 

cited cases where a gap exists between 

the 2,500-foot Class D ceiling and the 

3,000-foot floor of the overlying MIA 

Class B airspace; and, in the case of 

Miami Executive Airport (TMB), a 

portion of the Class D ceiling overlaps 

Area C of the MIA Class B airspace. 

The FAA does not agree. The MIA 

Class B airspace was designed to 

support current operations and the 

various altitude floors are configured to 

ensure the containment of MIA traffic 

within Class B airspace once they enter 

it. Lowering of the Class B floors to 

match the ceilings of underlying Class D 

airspace areas was not justified by Class 

B design criteria or any ATC 

requirement. With regard to TMB’s 

airspace, the Aeronautical Information 

Manual (AIM) informs pilots that, when 

overlapping airspace designations apply 

to the same airspace, the operating rules 

associated with the more restrictive 

airspace designation apply. 

Third, AOPA restated its preference 

for the establishment of a VFR corridor 

through the MIA Class B airspace but 

expressed satisfaction that the FAA is 

considering the development of a VFR 

transition route as an alternative. 

The FAA considered a VFR corridor 

but determined it is not feasible with 

current MIA area air traffic operations. 

As described in the AIM, VFR corridors 

are, in effect, a ‘‘hole’’ through Class B 


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airspace in which aircraft can operate 

without an ATC clearance or 

communication with ATC. Considering 

local constraints, including traffic 

volume and traffic flows, plus the close 

proximity of numerous airports in the 

MIA area, a VFR corridor could not be 

established for operational and flight 

safety reasons. 

As an alternative, the FAA designed 

and implemented VFR Transition 

Routes which became effective 

beginning with the February 25, 2021, 

aeronautical charting cycle. The routes 

currently are depicted on the Miami 

VFR Terminal Area Chart (TAC), and 

the Miami/South Florida VFR Flyway 

Planning Chart. An ATC clearance is 

required to fly these routes. The charted 

notes identify the routes and provide 

frequencies and altitudes to expect. 

Operationally, although access to the 

transition routes is based on controller 

workload, it does provide more 

flexibility for both controllers and 

pilots. 

Fourth, AOPA called for the 

formation of a new Ad Hoc Committee 

to evaluate the Class B airspace changes 

proposed in the NPRM due to the lapse 

in time from the original Ad Hoc 

Committee and complexities as the 

changes. 

The FAA considered the request for a 

second Ad Hoc Committee. After 

studying the recommendations from the 

Committee, and the public comments 

from the Informal Airspace Meetings, 

the FAA made a number of changes to 

the Class B design and published an 

NPRM for additional public comment. 

The FAA believes that sufficient 

feedback was received to proceed with 

rulemaking, and therefore decided not 

to form a second Ad Hoc Committee. 

Difference From the NPRM 

In the regulatory text, the longitude 

coordinate for Miami Executive Airport 

(TMB) is changed from ‘‘080°25′59′′ W’’ 

to ‘‘080°26′00′′ W’’ to comply with 

decimal place rounding protocols. 

Availability and Summary of 

Documents for Incorporation by 

Reference 

This document amends FAA Order JO 

7400.11F, Airspace Designations and 

Reporting Points, dated August 10, 

2021, and effective September 15, 2021. 

FAA Order JO 7400.11F is publicly 

available as listed in the ADDRESSES

section of this document. FAA Order JO 

7400.11F lists Class A, B, C, D, and E 

airspace areas, air traffic service routes, 

and reporting points. 

The Rule 

This action amends 14 CFR part 71 by 

modifying the Miami International 

Airport, FL, (MIA) Class B airspace area. 

This action modifies the lateral and 

vertical limits of Class B airspace to 

ensure the containment of large turbinepowered aircraft at MIA in Class B 

airspace once they enter the airspace, 

and enhance safety in the Miami 

terminal area (see the attached chart). 

The FAA is issuing a separate final 

rule to modify the Fort LauderdaleHollywood International Airport (FLL) 

Class C airspace area that is located 

immediately to the north of the MIA 

Class B airspace area. 

The modifications to the MIA Class B 

airspace area are described below. 

In the text header of the MIA Class B 

airspace description, (as published in 

FAA Order JO 7400.11F), the geographic 

coordinates for MIA are updated to read 

‘‘lat. 25°47′43′′ N, long. 080°17′24′′ W’’. 

The name of the ‘‘Kendall-Tamiami 

Executive Airport’’ is changed to its 

current name ‘‘Miami Executive 

Airport’’, and its geographic coordinates 

are updated to read ‘‘lat. 25°38′51′′ N, 

long. 080°26′00′′ W’’. These changes 

reflect the current National Airspace 

System Resources database information. 

Area A. Area A continues to extend 

upward from the surface to 7,000 feet 

mean sea level (MSL). This rule 

modifies Area A by expanding the 

current 6 nautical mile (NM) radius to 

a 7 NM radius of the MIA International 

Airport. This resolves issues where 

aircraft exit and re-enter Class B 

airspace on final approach. Area A is 

also modified by excluding that airspace 

‘‘South of lat. 25°42′18′′ N (SW 72nd 

Street in the cities of Sunset and South 

Miami).’’ This moves the southern 

boundary of the surface area to the north 

of the Dadeland Shopping Center 

keeping it outside the surface area, and 

allowing VFR aircraft to have continued 

use of that charted VFR checkpoint for 

arrivals and departures out of the TMB 

area. 

Area B. Area B extends from 1,500 

feet MSL to 7,000 feet MSL. The FAA 

is modifying Area B by extending the 

current eastern boundary from the 10 

NM radius of MIA out to the 13 NM 

radius of the airport. This change 

contains MIA arrivals within Class B 

airspace, and provides protection for 

VFR aircraft transitioning under the 

Class B airspace. Additionally, the 

western boundary of Area B is moved 

from the current 10 NM radius of MIA 

slightly westward to run along Krome 

Avenue, providing pilots with a visual 

reference for that boundary. To assist 

with visual identification of the 

northern boundary of Area B (along lat. 

25°53′03′′ N), the street reference ‘‘NW 

103rd Street/49th Street in the City of 

Hialeah’’ is added to the description. 

Area C. Area C extends from 2,000 

feet MSL to 7,000 feet MSL. The only 

change to this area is extending the 

boundary formed by the existing 4.3 NM 

radius of TMB southwestward 

(counterclockwise) to intersect the 

western boundary of the new Area H 

(i.e., the 13 NM radius of MIA), as 

described below. 

Area D. Area D extends from 3,000 

feet MSL to 7,000 feet MSL. Originally, 

the FAA proposed to expand Area D’s 

western boundary from the current 20 

NM radius west of MIA, further 

westward to the 25 NM radius of MIA. 

Based on comments received, the FAA 

decided to retain the western boundary 

of Area D at the current 20 NM radius 

of MIA. This rule establishes Area J 

(west of Area D, described below) 

between the 20 NM and 25 NM radii of 

MIA. Area J extends from 4,000 feet 

MSL to 7,000 feet MSL, providing 

additional altitudes for transiting 

aircraft. This rule also incorporates that 

airspace above TMB, that is currently 

designated ‘‘Area G,’’ into Area D. The 

existing Area G extends from 5,000 feet 

MSL to 7,000 feet MSL. Incorporating 

this airspace into Area D lowers the 

floor of Class B airspace in that area to 

3,000 feet MSL. This change protects 

southbound departures from MIA 

during a west operation. The ‘‘Area G’’ 

designation is reused elsewhere in the 

MIA Class B as described later. 

Area E. The only change to Area E is 

minor updates to the latitude/longitude 

coordinates that define the northeast 

side of the area for greater accuracy. 

Area F. Area F extends from above 

1,000 feet MSL to 7,000 feet MSL. The 

eastern boundary of Area F is extended 

from the current 6 NM radius of MIA 

out to the 7 NM radius of MIA. The 

south end of Area F is moved slightly 

northward to lat. 25°42′18′′ N to align 

with the new southern boundary of Area 

A. 

Area G. A new Area G is designated 

in that airspace west of Miami-Opa 

Locka Executive Airport that is 

currently designated Area H (the H 

designation is reused as described 

below). The northwestern boundary of 

the existing Area H is the 10 NM radius 

from MIA. In the new Area G, this 

boundary is expanded further to the 

northwest to align with State Road 997/ 

Krome Avenue. The new Area G 

consists of that airspace extending 

upward from 2,000 feet MSL to and 

including 7,000 feet MSL, bounded on 

the South by lat. 25°52′03′′ N (NW 103rd 

Street/49th Street in the City of 


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Hialeah), on the west and northwest by 

State Road 997/Krome Ave, on the East 

by the Miami Canal (paralleling US 27), 

and the northern boundary point 

defined by the intersection of the Miami 

Canal and State Road 997/Krome Ave. 

Aligning boundaries with streets and 

other ground references assists pilots 

with visual identification of the 

boundaries. 

Area H. Area H is a new area that 

extends from 2,000 feet MSL to 7,000 

feet MSL. It is located directly west of 

the Area B western boundary. Area H is 

bounded on the east by State Road 997/ 

Krome Avenue; on the south by the 4.3 

NM radius of TMB (the northern 

boundary of Area C); and on the west by 

the 13 NM radius of MIA. Area H 

provides containment of MIA arrivals in 

Class B airspace. Its base altitude of 

2,000 feet MSL, and the visual reference 

provided by Krome Avenue, allows VFR 

aircraft to transition just west of Krome 

Avenue below 2,000 feet MSL without 

conflicting with MIA arrivals. 

Area I. Area I is a new area, located 

east of MIA between the 20 NM and 25 

NM radii from the airport. Area I 

extends from 5,000 feet MSL to 7,000 

feet MSL. Area I is bounded by that 

airspace beginning at the intersection of 

lat. 25°57′48′′ N and the 20 NM radius 

of MIA, thence moving East along lat. 

25°57′48′′ N to the intersection of a 25 

NM radius of MIA, thence moving 

clockwise along the 25 NM radius to the 

Dolphin VORTAC 151°(T)/155°(M) 

radial, thence Northwest along the 

Dolphin VORTAC 151°(T)/155°(M) 

radial to the intersection of a 20 NM 

radius of MIA, thence counter-clockwise 

along the 20 NM radius to the point of 

beginning. This expansion is needed to 

contain aircraft on the downwind leg 

within Class B airspace. The 5,000 foot 

MSL base altitude of Area I gives VFR 

aircraft transitioning the area over water 

the ability to fly under the Class B 

airspace. 

Area J. Area J is a new area located 

west of MIA between the 20 NM and 25 

NM radii from the airport. Area J 

extends from 4,000 feet MSL to 7,000 

feet MSL. Area J is bounded by that 

airspace beginning northwest of MIA at 

the intersection of a 25 NM radius of 

Miami International Airport and lat. 

25°57′48′′ N, thence east along lat. 

25°57′48′′ N to the intersection of a 20 

NM radius of Miami International 

Airport, thence counter-clockwise along 

the 20 NM radius to lat. 25°40′19′′ N, 

thence west along lat. 25°40′19′′ N to the 

intersection of a 25 NM radius of Miami 

International Airport, thence clockwise 

along the 25 NM radius to the point of 

beginning. 

In summary, the existing MIA Class B 

airspace design does not currently 

address the rapidly increasing general 

aviation and air carrier operations in the 

South Florida terminal area. The Class 

B modification provides: 

—Containment of MIA arrivals and 

departures in Class B airspace; 

—Increased safety by segregation of 

large turbine-powered aircraft from 

nonparticipating; traffic during 

critical stages of flight; 

—Improved utilization of airspace; 

—Improved traffic patterns that allow 

for stabilized approaches; 

—Reduced workload for both pilots and 

controllers; and, 

—Enhanced overall efficiency of the 

movement of air traffic in the area. 

FAA Order JO 7400.11, Airspace 

Designations and Reporting Points, is 

published yearly and effective on 

September 15. 

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 Notices and Analyses 

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, this 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. 

In conducting these analyses, the FAA 

has determined that this final rule: (1) 

is expected to have a minimal cost 

impact, (2) is not an economically 

‘‘significant regulatory action’’ as 

defined in section 3(f) of Executive 

Order 12866, (3) is not significant as 

defined in DOT’s Regulatory Policies 

and Procedures; (4) will not have a 

significant economic impact on a 

substantial number of small entities; (5) 

will not create unnecessary obstacles to 

the foreign commerce of the United 

States; and (6) will not impose an 

unfunded mandate on state, local, or 

tribal governments, or on the private 

sector by exceeding the threshold 

identified above. These analyses are 

summarized below. 

As discussed above, the FAA 

determined that changes put forth in 

this final rule would increase airspace 

safety and efficiency. The final rule 

would modify the lateral and vertical 

limits of Class B airspace around Miami 

International Airport (MIA) impacting 

commercial and general aviation flights 

transiting the airspace at the time of 

writing. The modification is in response 

to increased commercial and general 

aviation activity at and near MIA airport 

at the time of writing. Currently, MIA 

Class B airspace does not fully contain 

aircraft flying instrument procedures at 

MIA. Aircraft routinely exit and re-enter 

MIA Class B airspace on final approach 

to MIA leading to safety issues with 

respect to flight separation between 

participating and non-participating 

aircraft outside of Class B airspace. 

The modifications proposed in this 

final rule are intended only to expand 

Class B airspace, where necessary, to 

contain large, turbine-powered aircraft 

while minimizing the impact on the use 

of the airspace by other aircraft. An 

analysis of existing MIA traffic flows 

shows that the Class B airspace 

modifications would better contain IFR 

flights arriving and departing MIA 

inside Class B airspace, and provide 

better separation between IFR aircraft 

and VFR aircraft operating in the 

vicinity of the Class B airspace area. 

Constructing sufficient airspace for safe 

control and separation of IFR flights 

improves the flow of air traffic, and 

more importantly enhances safety, 

reducing the potential for midair 

collision in the MIA terminal area. 

The expansion to Class B airspace 

will affect the VFR and general aviation 

community. VFR operators will need to 

adjust their routes for the modified MIA 

Class B airspace. However, as 

mentioned above, the FAA initiated 


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outreach between 2010 and 2019 for 

input and recommendations from the 

effected aviation community on the 

planned modifications to the MIA 

airspace. The feedback resulted in 

changes to the airspace design with the 

intent of maintaining safety and 

minimizing the impact to operators 

using the surrounding airspace. 

Additionally, VFR operators can use 

the current north-south charted VFR 

Flyway below the 3,000-foot Class B 

floor to the west of MIA, which enables 

pilots to fly beneath the Class B, or 

contact MIA Approach to request flight 

following, if desired, to lessen the 

impact. Therefore, the FAA expects the 

Class B modifications in this final rule 

will result in minimal cost to VFR 

operators. The FAA requested 

comments on the benefits and costs of 

the change and received no comments 

with benefit or cost data. 

Regulatory Flexibility Act 

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 final rule modifies the Class B 

airspace around MIA. The change 

affects general aviation operators using 

the airspace at or near MIA. Operators 

flying VFR will need to adjust their 

flight paths to avoid the modified Class 

B airspace. However, the modifications 

to Class B airspace are intended to be 

the least restrictive option while 

maintaining safety. Additionally, VFR 

operators can also use the current northsouth charted VFR flyway below the 

3,000-foot Class B floor to the west of 

MIA, which enables pilots to fly beneath 

the Class B or VFR pilots have the 

option to contact Miami Approach and 

request flight following, if desired. 

Therefore, as provided in section 605(b), 

the head of the FAA certifies that this 

rulemaking will not result in a 

significant economic impact on a 

substantial number of small entities. 

International Trade Impact Assessment 

The Trade Agreements Act of 1979 

(Pub. L. 96–39), as amended by the 

Uruguay Round Agreements Act (Pub. 

L. 103–465), prohibits Federal agencies 

from establishing standards or engaging 

in related activities that create 

unnecessary obstacles to the foreign 

commerce of the United States. 

Pursuant to these Acts, the 

establishment of standards is not 

considered an unnecessary obstacle to 

the foreign commerce of the United 

States, so long as the standard has a 

legitimate domestic objective, such as 

the protection of safety, and does not 

operate in a manner that excludes 

imports that meet this objective. The 

statute also requires consideration of 

international standards and, where 

appropriate, that they be the basis for 

U.S. standards. The FAA has assessed 

the potential effect of this final rule and 

determined that it would improve safety 

and is consistent with the Trade 

Agreements Act. 

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 $158 

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. 

ICAO Considerations 

Since this action involves, in part, the 

designation of navigable airspace 

outside the United States, the 

Administrator consulted with the 

Secretary of State and the Secretary of 

Defense in accordance with the 

provisions of Executive Order 10854. 

Environmental Review 

The FAA has determined that this 

action of modifying the Miami 

International Airport, FL, Class B 

airspace area to ensure the containment 

of arriving and departing aircraft, and to 

reduce the potential for midair 

collisions in the Miami area, qualifies 

for categorical exclusion under the 

National Environmental Policy Act (42 

U.S.C. 4321 et seq.) and its 

implementing regulations at 40 CFR part 

1500, and in accordance with FAA 

Order 1050.1F, Environmental Impacts: 

Policies and Procedures, paragraph 5– 

6.5a, which categorically excludes from 

further environmental impact review 

rulemaking actions that designate or 

modify classes of airspace areas, 

airways, routes, and reporting points 

(see 14 CFR part 71, Designation of 

Class A, B, C, D, and E Airspace Areas; 

Air Traffic Service Routes; and 

Reporting Points). As such, this action 

is not expected to result in any 

potentially significant environmental 

impacts. In accordance with FAA Order 

1050.1F, paragraph 5–2 regarding 

Extraordinary Circumstances, the FAA 

has reviewed this action for factors and 

circumstances in which a normally 

categorically excluded action may have 

a significant environmental impact 

requiring further analysis. The FAA has 

determined that no extraordinary 

circumstances exist that warrant 

preparation of an environmental 

assessment or environmental impact 

study. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

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 (f), 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 FAA Order JO 

7400.11F, Airspace Designations and 

Reporting Points, dated August 10, 


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Federal Register / Vol. 87, No. 111 / Thursday, June 9, 2022 / Rules and Regulations 35087 

2021, and effective September 15, 2021, 

is amended as follows: 

Paragraph 3000 Subpart B—Class B 

Airspace. 

* * * * * 

ASO FL B Miami, FL [Amended] 

Miami International Airport (Primary 

Airport) 

(Lat. 25°47′43′′ N, long. 080°17′24′′ W) 

Miami Executive Airport (TMB) 

(Lat. 25°38′51′′ N, long. 080°26′00′′ W) 

Dolphin VORTAC (DHP) 

(Lat. 25°48′00′′ N, long. 080°20′57′′ W) 

Boundaries. 

Area A. That airspace extending upward 

from the surface to and including 7,000 feet 

MSL within a 7 nautical mile radius of 

Miami International Airport, excluding that 

airspace north of at. 25°52′03′′ N. (NW 103rd 

Street/49th Street in the City of Hialeah), and 

the airspace south of lat. 25°42′18′′ N. (SW 

72nd Street in the Cities of Sunset and South 

Miami), and within and underlying Area F 

described hereinafter. 

Area B. That airspace extending upward 

from 1,500 feet MSL to and including 7,000 

feet MSL within a 13 nautical mile radius of 

Miami International Airport, excluding that 

airspace north of lat. 25°52′03′′ N (NW 103rd 

Street/49th Street in the City of Hialeah), and 

that airspace south of lat. 25°40′19′′ N, within 

Area A previously described, and within 

Areas C, F, and H described hereinafter. 

Area C. That airspace extending upward 

from 2,000 feet MSL to and including 7,000 

feet MSL within an area bounded on the 

north and northeast by a 4.3 nautical mile 

radius of Miami Executive Airport (TMB), 

and on the south by lat. 25°40′19′′ N, and on 

the southwest by a 13 nautical mile radius of 

Miami International Airport. 

Area D. That airspace extending upward 

from 3,000 feet MSL to and including 7,000 

feet MSL beginning northwest of Miami 

International Airport at the intersection of a 

20 nautical mile radius of Miami 

International Airport and lat. 25°57′48′′ N, 

thence East along lat. 25°57′48′′ N, to the 

intersection of a 15 nautical mile radius of 

Miami International Airport, thence 

clockwise along the 15 nautical mile radius 

to lat. 25°57′48′′ N, thence east along lat. 

25°57′48′′ N, to the intersection of a 20 

nautical mile radius of Miami International 

Airport, thence clockwise along the 20 

nautical mile radius to the Dolphin VORTAC 

(DHP) 151° radial, thence northwest along 

the Dolphin VORTAC (DHP) 151° radial to 

the intersection of a 15 nautical mile radius 

of Miami International Airport, thence 

clockwise along the 15 nautical mile radius 

of Miami International Airport to lat. 

25°40′19′′ N, thence west along lat. 25°40′19′′ 

N, to the intersection of a 20 nautical mile 

radius of Miami International Airport, thence 

clockwise along the 20 nautical mile radius 

to the point of beginning, excluding the 

airspace within Areas A, B, and C, previously 

described and within Areas F, G, and H 

described hereinafter. 

Area E. That airspace extending upward 

from 4,000 feet MSL to and including 7,000 

feet MSL bounded on the south by lat. 

25°57′48′′ N, on the northwest by a 20 

nautical mile radius of Miami International 

Airport, on the northeast by a line from lat. 

26°06′02′′ N, long. 80°26′27′′ W, to lat. 

26°01′38′′ N, long. 80°23′44′′ W, and on the 

southeast by a 15 nautical mile radius of 

Miami International Airport. 

Area F. That airspace extending upward 

from but not including 1,000 feet MSL to and 

including 7,000 feet MSL bounded on the 

east by a 7 nautical mile radius of Miami 

International Airport, on the west by the west 

shoreline of Biscayne Bay, and on the south 

by lat. 25°42′18′′ N, (SW 72nd Street in the 

Cities of Sunset and South Miami). 

Area G. That airspace extending upward 

from 2,000 feet MSL to and including 7,000 

feet MSL bounded on the south by lat. 

25°52′03′′ N (NW 103rd Street/49th Street in 

the City of Hialeah), on the west and 

northwest by State Road 997/Krome Ave, on 

the east by the Miami Canal (paralleling US 

27), and the northern boundary point defined 

by the intersection of the Miami Canal and 

State Road 997/Krome Ave. 

Area H. That airspace extending upward 

from 2,000 feet MSL to and including 7,000 

feet MSL bounded on the west by a 13 

nautical mile radius of Miami International 

Airport, on the south by a 4.3 nautical mile 

radius of Miami Executive Airport (TMB), on 

the east by State Road 997/Krome Ave, and 

on the north by a line along lat. 25°52′03′′ N 

(NW 103rd Street/49th Street in the City of 

Hialeah). 

Area I. That airspace extending upward 

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

feet MSL beginning at the intersection of lat. 

25°57′48′′ N, and a 20 nautical mile radius of 

Miami International Airport, thence moving 

east along lat. 25°57′48′′ N, to the intersection 

of a 25 nautical mile radius of Miami 

International Airport, thence moving 

clockwise along the 25 nautical mile radius 

to the Dolphin VORTAC 151° radial, thence 

northwest along the Dolphin VORTAC 151° 

radial to the intersection of a 20 nautical mile 

radius of Miami International Airport, thence 

counter-clockwise along the 20 nautical mile 

radius to the point of beginning. 

Area J. That airspace extending upward 

from 4,000 feet MSL to and including 7,000 

feet MSL beginning northwest of Miami 

International Airport at the intersection of a 

25 nautical mile radius of Miami 

International Airport and lat. 25°57′48′′ N, 

thence east along lat. 25°57′48′′ N, to the 

intersection of a 20 nautical mile radius of 

Miami international Airport, thence counterclockwise along the 20 nautical mile radius 

to lat. 25°40′19′′ N, thence west along lat. 

25°40′19′′ N, to the intersection of a 25 

nautical mile radius of Miami International 

Airport, thence clockwise along the 25 

nautical mile radius to the point of 

beginning. 


lotter on DSK11XQN23PROD with RULES1
35088 Federal Register / Vol. 87, No. 111 / Thursday, June 9, 2022 / Rules and Regulations 

* * * * * 

Issued in Washington, DC, on June 3, 2022. 

Scott M. Rosenbloom, 

Manager, Airspace Rules and Regulations. 

[FR Doc. 2022–12300 Filed 6–8–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF THE TREASURY 

Office of Foreign Assets Control 

31 CFR Part 515 

Cuban Assets Control Regulations 

AGENCY: Office of Foreign Assets 

Control, Treasury. 

ACTION: Final rule. 

SUMMARY: The Department of the 

Treasury’s Office of Foreign Assets 

Control (OFAC) is amending the Cuban 

Assets Control Regulations to 

implement elements of the policy 

announced by the Administration on 

May 16, 2022 to increase support for the 

Cuban people. This rule authorizes 

group people-to-people educational 

travel to Cuba and removes certain 

restrictions on authorized academic 

educational activities, authorizes travel 

to attend or organize professional 

meetings or conferences in Cuba, 

removes the $1,000 quarterly limit on 

family remittances, and authorizes 

donative remittances to Cuba. These 

amendments also add or update several 

cross references. 

DATES: This rule is June 9, 2022. 

FOR FURTHER INFORMATION CONTACT: 

OFAC: Assistant Director for Licensing, 

202–622–2480; Assistant Director for 

Regulatory Affairs, 202–622–4855; or 

Assistant Director for Sanctions 

Compliance & Evaluation, 202–622– 

2490. 

SUPPLEMENTARY INFORMATION: 

Electronic Availability 

This document and additional 

information concerning OFAC are 

available on OFAC’s website: 

www.treas.gov/ofac. 

Background 

The Department of the Treasury 

issued the Cuban Assets Control 

Regulations, 31 CFR part 515 (the 

‘‘Regulations’’), on July 8, 1963, under 

the Trading With the Enemy Act (50 

U.S.C. 4301–44). OFAC has amended 

the Regulations on numerous occasions. 

Today, OFAC, in consultation with the 

Department of State, is amending the 

Regulations to implement certain policy 

changes announced by the 

Administration on May 16, 2022 to 

increase support for the Cuban people, 

as set forth below. 

Professional meetings and 

conferences in Cuba. OFAC is amending 

the general license at § 515.564 to 

include an authorization for travelrelated and other transactions incident 

to travel to Cuba to attend or organize 

professional meetings or conferences in 

Cuba. OFAC is also amending and 

adding cross-references to § 515.564(a) 

in notes to §§ 515.534, 515.542, 515.547, 

515.572, 515.577, and 515.591. 

Group people-to-people educational 

travel and other academic educational 

activities. OFAC is amending the 

general license at § 515.565 to add an 

authorization for group people-topeople educational travel that takes 

place under the auspices of an 

organization that is subject to U.S. 

jurisdiction and that sponsors such 

exchanges to promote people-to-people 

contact, subject to certain restrictions. 

Such travelers must be accompanied by 

an employee, paid consultant, or agent 

of the sponsoring organization. Travelrelated transactions authorized pursuant 

to § 515.565(b) must be for the purpose 

of engaging, while in Cuba, in a fulltime schedule of activities that are 

intended to enhance contact with the 

Cuban people, support civil society in 

Cuba, or promote the Cuban people’s 

independence from Cuban authorities; 

and will result in meaningful 

interactions with individuals in Cuba. 

OFAC is also amending the general 

license at § 515.565 to remove certain 

restrictions on authorized academic 

educational activities. This amendment 

does not authorize individual people-topeople travel-related transactions. 


lotter on DSK11XQN23PROD with RULES1ER09JN22.010</GPH>

Modification of the Miami, FL Class B Airspace Area 

(Docket No. 18-AWA-2) 

Information Only - Not For Navigation