Federal Register / Vol. 87, No. 112 / Friday, June 10, 2022 / Rules and Regulations 35387 

of 0901 UTC, July 14, 2022. This action 

corrects the error. 

DATES: Effective 0901 UTC, 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. 

FOR FURTHER INFORMATION CONTACT: 

Nathan A. Chaffman, Federal Aviation 

Administration, Western Service Center, 

Operations Support Group, 2200 S 

216th Street, Des Moines, WA 98198; 

telephone (206) 231–3460. 

SUPPLEMENTARY INFORMATION: 

History 

The FAA published a final rule in the 

Federal Register (87 FR 32982; June 1, 

2022) for Docket No. FAA–2022–0041, 

which established Class E airspace 

beginning at 700 feet above the surface 

at Limon Municipal Airport, CO. The 

effective date listed in the final rule was 

incorrect. The final rule stated the 

effective date of 0901 UTC, July 14, 

2022. However, the final rule was 

submitted too late to be effective on July 

14, 2022, and should have listed the 

effective date as 0901 UTC, September 

8, 2022. This action corrects this error. 

The Class E5 airspace designation in 

this document is published in paragraph 

6005 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 E airspace designation 

listed in this document will be 

published subsequently in FAA Order 

JO 7400.11. 

Correction to Final Rule 

Accordingly, pursuant to the 

authority delegated to the FAA, 

Establishment of Class E airspace; 

Limon Municipal Airport, CO, 

published in the Federal Register of 

June 1, 2022 (87 FR 32982), FR Doc. 

2022–11586, is corrected as follows: 

1. On page 32982, in the third 

column, beginning on line 18, DATES is 

corrected to read: 

DATES: Effective 0901 UTC, 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 7400.11, and publication of 

conforming amendments. 

Issued in Des Moines, Washington, on June 

3, 2022. 

B.G. Chew, 

Acting Group Manager, Operations Support 

Group, Western Service Center. 

[FR Doc. 2022–12393 Filed 6–9–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2022–0030; Airspace 

Docket No. 21–AAL–54] 

RIN 2120–AA66 

Modification of Class E Airspace, and 

Revocation of Class E Airspace; Sitka 

Rocky Gutierrez Airport, AK; 

Correction 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; correction. 

SUMMARY: The FAA is correcting a final 

rule that published in the Federal 

Register on June 1, 2022. The rule 

modified the Class E surface airspace, 

removed Class E airspace designated as 

an extension to Class D and E surface 

areas, and modified Class E airspace 

beginning at 700 feet above the surface. 

The final rule incorrectly listed the 

effective date of 0901 UTC, July 14, 

2022. This action corrects the effective 

date to 0901 UTC, September 8, 2022. 

DATES: Effective 0901 UTC, 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. 

FOR FURTHER INFORMATION CONTACT: 

Nathan A. Chaffman, Federal Aviation 

Administration, Western Service Center, 

Operations Support Group, 2200 S 

216th Street, Des Moines, WA 98198; 

telephone (206) 231–3460. 

SUPPLEMENTARY INFORMATION: 

History 

The FAA published a final rule in the 

Federal Register (87 FR 32981; June 1, 

2022) for Docket No. FAA–2022–0030, 

which modified the Class E surface 

airspace, removed Class E airspace 

designated as an extension to Class D 

and E surface areas, and modified Class 

E airspace beginning at 700 feet above 

the surface at Sitka Rocky Gutierrez 

Airport, AK. Subsequent to publication, 

the FAA identified that the effective 

date listed in the final rule was 

incorrect. The final rule stated the 

effective date of 0901 UTC, July 14, 

2022. However, the final rule was 

submitted too late to be effective on July 

14, 2022, and should have listed the 

effective date as 0901 UTC, September 

8, 2022. This action corrects the error. 

Class E2, Class E4, and Class E5 

airspace designations are published in 

paragraphs 6002, 6004, and 6005, 

respectively, 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 E airspace designations 

listed in this document will be 

published subsequently in FAA Order 

JO 7400.11. 

Correction to Final Rule 

Accordingly, pursuant to the 

authority delegated to the FAA, 

Modification of Class E airspace, and 

Revocation of Class E airspace; Sitka 

Rocky Gutierrez Airport, AK, published 

in the Federal Register of June 1, 2022, 

(87 FR 32981), FR Doc. 2022–11591, is 

corrected as follows: 

1. On page 32981, in the first column, 

beginning on line 53, DATES is corrected 

to read: 

DATES: Effective 0901 UTC, 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. 

Issued in Des Moines, Washington, on June 

3, 2022. 

B.G. Chew, 

Acting Group Manager, Operations Support 

Group, Western Service Center. 

[FR Doc. 2022–12392 Filed 6–9–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2020–0988 Airspace 

Docket No. 18–AWA–3] 

RIN 2120–AA66 

Amendment of Class C Airspace and 

Revocation of Class E Airspace 

Extension; Fort Lauderdale, FL 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action reconfigures and 

expands the Fort Lauderdale-Hollywood 

International Airport, FL (FLL), Class C 

airspace area. The FAA is taking this 

action to reduce the risk of midair 

collisions and enhance the efficient 

management of air traffic operations in 

the FLL terminal area. This action also 

updates the FLL Airport Reference Point 

(ARP) latitude/longitude geographic 

coordinates to match current airspace 

database information. Additionally, this 

action revokes the Class E airspace 


jspears on DSK121TN23PROD with RULES1
35388 Federal Register / Vol. 87, No. 112 / Friday, June 10, 2022 / Rules and Regulations 

1AOPA submitted its comments directly to the 

FAA. The FAA placed AOPA’s comments into the 

docket on January 25, 2022. 

extension to the FLL Class C airspace 

surface area. This action is separate and 

distinct from the South Florida 

Metroplex Project. No flight path 

changes are associated with this 

proposal. 

DATES: Effective date 0901 UTC, 

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 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 

Fort Lauderdale-Hollywood 

International Airport, FL, to reduce the 

potential for midair collisions and 

enhances the management of air traffic 

in the terminal area. 

History 

The FAA published a notice of 

proposed rulemaking for Docket No. 

FAA–2020–0988 in the Federal Register 

(86 FR 17333; April 2, 2021) proposing 

to modify the Fort LauderdaleHollywood International Airport, FL 

(FLL), Class C airspace area. Interested 

parties were invited to participate in 

this rulemaking effort by submitting 

written comments on the proposal. Two 

comments were received. 

Class C airspace designations are 

published in paragraph 4000 of FAA 

Order JO 7400.11F, dated August 10, 

2021, and effective September 15, 2021, 

which is incorporated by reference in 14 

CFR part 71.1. The Class C airspace 

designation listed in this document will 

be published subsequently in FAA 

Order JO 7400.11. 

Correspondingly, the Class C airspace 

area, and the Class E airspace extension, 

in this document will subsequently be 

published in, or removed from, FAA 

Order JO 7400.11. 

Discussion of Comments 

The first commenter affirmed their 

support for the new airspace design. 

The second commenter, the Aircraft 

Owners and Pilots Association (AOPA), 

expressed four concerns about the 

proposal as discussed below.1

First, AOPA acknowledged FAA’s 

action to improve the availability of 

Visual Flight Rules (VFR) flight 

following in the Miami Class B airspace, 

and the FLL Class C airspace areas, 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 transponder code from 

ATC prior to departure. 

Second, AOPA stated that the ceiling 

of the Class D airspace areas should be 

consistent with the floor of the 

overlying Class B or C airspace as there 

‘‘needs to be more consistency to these 

altitudes and [AOPA] continue[s] to 

have concerns that this complexity 

could result in unintentional airspace 

violations.’’ 

This rule establishes a new Area F 

north of FLL with a floor of 2,500 feet 

mean sea level (MSL). With regard to 

the FLL Class C airspace, the 1,200-foot 

MSL floor within the outer 10 nautical 

mile (NM) ring of the current Class C 

airspace design overlaps portions of the 

Fort Lauderdale Executive (FXE) 

Airport, and the Pompano Beach 

Airport (PMP), Class D airspace areas 

which both have ceilings at 2,500 feet 

MSL. Area F overlies portions of the 

FXE and PMP Class D airspace areas. 

The 2,500-foot floor of Area F is 

consistent with the 2,500-foot ceilings of 

the two underlying Class D airspace 

areas. 

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 Aeronautical 

Information Manual (AIM), VFR 

corridors are, in effect, a ‘‘hole’’ through 

Class B 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. These transition routes 

traverse both the MIA Class B, and the 

FLL Class C airspace areas, generally in 

north and south directions. An ATC 

clearance is required to fly these routes. 

Notes are placed on the charts to 

identify the routes and provide radio 

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 

previous 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 


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Federal Register / Vol. 87, No. 112 / Friday, June 10, 2022 / Rules and Regulations 35389 

sufficient feedback was received to 

proceed with rulemaking, and therefore 

decided not to form a second Ad Hoc 

Committee. Moreover, the public was 

provided with an opportunity to submit 

comments in response to the NPRM. 

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 FLL Class C airspace area 

to expand the lateral dimensions to the 

east and west of the airport, and lower 

some airspace floors to enhance safety 

in the Fort Lauderdale terminal area (see 

the attached chart). 

The current FLL Class C airspace area 

consists of two concentric circles 

centered on the airport reference point: 

(1) that airspace extending upward from 

the surface to 4,000 feet MSL within a 

5 NM radius of the airport; and (2) that 

airspace extending upward from 1,200 

feet MSL to 4,000 feet MSL within a 10 

NM radius of the airport (excluding the 

airspace within the adjacent Miami 

Class B airspace area). 

This action updates the FLL airport 

reference point coordinates to read ‘‘lat. 

26°04′18′′ N, long. 80°08′59′′ W’’ which 

matches the latest information in the 

Airport Master Records file. In addition, 

this rule reconfigures the Class C 

airspace area from the traditional two 

concentric circles design, to a more 

rectangular shape consisting of seven 

sub-areas identified by the letters A 

though G. The lateral foot print of the 

area is expanded to the east and west, 

but the current 4,000-foot MSL ceiling 

of the Class C airspace area is retained. 

In developing these modifications, the 

FAA has considered the input received 

from the Ad Hoc Committee, the 

informal airspace meetings, and the 

NPRM. The airspace modifications are 

described below. 

Area A. Area A extends from ground 

level upward to 4,000 feet MSL. The 

lateral dimension of Area A is expanded 

from the current 5 NM radius of FLL, to 

a 7 NM radius of the airport. It is 

bounded on the north by lat. 26°10′03′′ 

N (the eastern most portion of Oakland 

Park Boulevard located in Lauderdale 

Beach); and bounded on the south by a 

15 NM radius of the Miami International 

Airport; and on the southeast by lat. 

26°00′39′′ N (the eastern most portion of 

Hollywood Boulevard located in 

Hollywood). 

Setting the northern boundary of Area 

A along lat. 26°10′03′′ N allows Fort 

Lauderdale Executive Airport (FXE) to 

continue using south downwind 

departures from FXE airport and returns 

most of the FXE Class D airspace area 

altitudes to FXE airport traffic control 

tower (ATCT) for their use. The new 

southeastern boundary of Area A 

provides more room for aircraft 

departing North Perry Airport (HWO) 

and Opa Locka Executive Airport (OPF) 

to transition to the east overwater. 

Area B. Area B, located west of Area 

A, extends upward from 1,200 feet MSL 

to 4,000 feet MSL. It is bounded on the 

north by lat. 26°10′03′′ N; on the west 

by State Road 869/Sawgrass 

Expressway, Interstate 595 and 

Interstate 75; on the south by the 15 NM 

radius of Miami International Airport; 

and on the east by the 7 NM radius of 

FLL (the western boundary of Area A). 

Aligning the boundaries with reference 

to existing major roadways give VFR 

pilots better visual references for 

determining the airspace boundaries. 

Area C. Area C is located at the 

western end of the Class C expansion. 

It extends upward from 3,000 feet MSL 

to 4,000 feet MSL. Area C is bounded on 

the north by lat. 26°13′53′′ N (aligned 

with the eastern portion of Atlantic 

Boulevard located in Pompano Beach) 

(which is also the new northern 

boundary of FLL Class C airspace area); 

on the west by the 25 NM radius of FLL; 

on the south by lat. 25°57′48′′ N; on the 

southeast by the 15 NM radius of MIA; 

and on the east by U.S. Route 27. Route 

27 was selected as the eastern boundary 

based on suggestions that visual 

references be used to provide better 

situational awareness for VFR pilots. 

Area D. Area D is located at the 

eastern end of the Class C expansion. It 

extends upward from 3,000 feet MSL to 

4,000 feet MSL. It is bounded on the 

north by lat. 26°13′53′′ N (aligned with 

the eastern portion of Atlantic 

Boulevard located in Pompano Beach); 

on the east by the 25 NM radius of FLL; 

on the south by lat. 26°00′39′′ N (the 

eastern most portion of Hollywood 

Boulevard located in Hollywood); and 

on the west by the 20 NM radius of FLL. 

Area D forms the eastern most section 

of the FLL Class C airspace area. In the 

original design, the Class C floor in Area 

D was proposed to be 2,500 feet MSL. 

To accommodate concerns, the floor is 

raised to 3,000 feet MSL to give VFR 

pilots a little more room to transition 

beneath the area. 

Area E. Area E extends upward from 

1,500 feet MSL to 4,000 feet MSL. It is 

bounded on the north by lat. 26°10′03′′ 

N (the eastern most portion of Oakland 

Park Boulevard located in Lauderdale 

Beach); on the east by the north-south 

portion of Interstate I–75 and State Road 

869/Sawgrass Expressway; on the south 

by the 15 NM radius of MIA; and on the 

west by U.S. Route 27. Area E is located 

between Areas B and C. 

A goal of the design of Area E is to 

resolve an issue caused by the 

configurations of the current MIA Class 

B airspace and the FLL Class C airspace 

areas. A gap, approximately 4–5 NM 

wide, exists in the airspace between the 

current 10 NM radius of FLL’s Class C 

airspace (to the west of the airport), and 

the existing MIA Class B airspace area 

to the northwest of MIA (in the vicinity 

of U.S. Route 27). VFR aircraft that are 

not in communication with ATC 

frequently transit this gap and are 

climbing or descending through the 

final approach courses and the 

downwind legs for FLL arrivals to 

runways 10L/10R. The redesign of Area 

E is intended to close this gap to 

enhance safety for both FLL traffic and 

the transiting VFR aircraft. The original 

proposal set the Class C airspace floor 

in this area at 1,200 feet MSL. Due to 

concerns about restricting VFR aircraft 

transiting the area, the Area E floor is 

raised to 1,500 feet MSL to give VFR 

aircraft more room to transition north 

and south. The use of existing major 

roadways to mark the boundaries gives 

VFR pilots better situational awareness 

of the lateral confines of Area E. 

Area F. Area F extends upward from 

2,500 feet MSL to 4,000 feet MSL. The 

area’s boundaries begin at a point 

northwest of FLL where U.S. Route 27 

intersects lat. 26°13′53′′ N (aligned with 

the eastern portion of Atlantic 

Boulevard in Pompano Beach); thence 

moving east along lat. 26°13′53′′ N to a 

point that intersects the 20 NM radius 

of FLL; thence moving clockwise along 

the 20 NM radius of FLL to a point that 

intersects lat. 26°00′39′′ N; (the eastern 

most portion of Hollywood Boulevard 

located in Hollywood); thence moving 

west along lat. 26°00′39′′ N to a point 

that intersects the 15 NM radius of FLL; 

thence moving counter-clockwise along 

the 15 NM radius of FLL to a point that 

intersects lat. 26°10′03′′ N (the eastern 

most portion of Oakland Park Boulevard 

located in Lauderdale Beach); thence 

moving west along lat. 26°10′03′′ N to a 

point that intersects U.S. route 27; 

thence moving north along U.S. Route 

27 to the point of beginning. Area F 

forms the northern shelf of the FLL 

Class C airspace area, running east and 

west between areas C and D, as well as 


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a north/south segment running between 

Areas G and D. 

In the current FLL Class C airspace 

configuration, the floor of Class C 

airspace over FXE is 1,200 feet MSL. 

This 1,200-foot floor extends right up to 

Pompano Beach Airpark (PMP). With 

the addition of Area F, the Class C 

airspace floor is raised to 2,500 feet MSL 

over FXE, and the northern boundary of 

Class C airspace is moved farther to the 

south of PMP and aligned with the 

eastern portion of Atlantic Boulevard. 

This 2,500-foot MSL Class C airspace 

shelf over FXE, and southward 

relocation of the northern Class C 

airspace boundary to be aligned with 

Atlantic Boulevard, provides a number 

of benefits, including: the use of visual 

references to identify airspace 

boundaries; better access for VFR pilots 

to the FXE and PMP areas; additional 

room below Class C airspace to 

accommodate downwind departures 

from FXE; better access for the flight 

schools based at FXE and PMP to 

airspace that is regularly used for flight 

training; and providing FXE and PMP 

ATCTs access to more altitudes within 

their respective Class D airspace areas. 

Area G. Area G extends upward from 

1,200 feet MSL to 4,000 feet MSL. The 

area boundaries begin at a point 

northeast of FLL where the 7 NM radius 

of FLL intersects lat. 26°10′03′′ N (the 

eastern most portion of Oakland Park 

Boulevard located in Lauderdale beach); 

thence moving clockwise along the 7 

NM radius of FLL to a point that 

intersects lat. 26°00′39′′ N (the eastern 

most portion of Hollywood Boulevard 

located in Hollywood); thence moving 

east along lat. 26°00′39′′ N to a point 

that intersects the 15 NM radius of FLL; 

thence moving counterclockwise along 

the 15 NM radius of FLL to a point that 

intersects lat. 26°10′03′′ N; thence 

moving west along lat. 26°10′03′′ N to 

the point of beginning. Area G is located 

between Areas A and F. 

In addition, this action removes the 

Class E airspace extension to the FLL 

Class C airspace surface area. The 

expansion of Area A from the current 5 

NM radius, to a 7 NM radius, 

incorporates the airspace in the Class E 

extension into the Class C surface area 

thereby rendering the extension 

unnecessary. 

FAA Order JO 7400.11, Airspace 

Designations and Reporting Points, is 

published yearly and effective on 

September 15th. 

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. 

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. The 

FAA has determined that there is no 

new information collection requirement 

associated with this final rule. 

Regulatory Notices and Analyses 

Federal agencies consider impacts of 

regulatory actions under a variety of 

executive orders and other 

requirements. 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 the 

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. 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 that may result in the 

expenditure by State, local, and tribal 

governments, in the aggregate, or by the 

private sector, of $100,000,000 or more 

(adjusted annually for inflation) in any 

one year. The current threshold after 

adjustment for inflation is $158,000,000, 

using the most current (2020) Implicit 

Price Deflator for the Gross Domestic 

Product. This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this rule. 

In conducting these analyses, the FAA 

has determined that this rule: will have 

a minimal cost impact; is not an 

economically ‘‘significant regulatory 

action’’ as defined in section 3(f) of 

Executive Order 12866; will not have a 

significant economic impact on a 

substantial number of small entities; 

will not create unnecessary obstacles to 

the foreign commerce of the United 

States; and will not impose an unfunded 

mandate on State, local, or tribal 

governments, or on the private sector. 

Regulatory Impact Analysis 

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 under 

DOT’s administrative procedure rule on 

rulemaking at 49 CFR 5.13; (4) not have 

a significant economic impact on a 

substantial number of small entities; (5) 

does not create unnecessary obstacles to 

the foreign commerce of the United 

States; and (6) does 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 rule will increase airspace safety 

and efficiency with minimal cost 

impact. The rule will reconfigure and 

expand the FLL Class C airspace. 

Despite significant increases in aircraft 

operations and passenger enplanements 

over the years, the FLL Class C airspace 

has not been modified since its 

inception in 1986. The current Class C 

airspace area is not sufficient to 

accommodate the volume of aircraft 

operations in the congested South 

Florida airspace, nor the traffic pattern 

required by the increasing numbers of 

turbojet operations at FLL. The benefits 

of the rule are to reduce the risk of 

midair collisions and increase efficiency 


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of air traffic operations in the FLL 

terminals. 

The discussion presented in this 

section reflects conditions that predate 

the coronavirus (COVID–19) pandemic 

in 2021. At the time of writing, there is 

uncertainty surrounding the timing of 

recovery and the long-term effects. To 

the extent that there are lingering or 

lasting changes to general aviation and 

air carrier operations, the benefits and 

costs of the FLL Class C airspace 

modification in this rule may vary 

relative to the level of future operations. 

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 final rule modifies Class C 

airspace around FLL. The change affects 

general aviation operators using the 

airspace at or near FLL. Operators flying 

VFR need to adjust their flight paths to 

avoid the modified Class C airspace. 

However, the modifications to Class C 

airspace are intended to be the least 

restrictive option while enhancing 

safety. Additionally, VFR operators can 

also 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, 

and east-west flyway below 2000 MSL 

located to the south of HWO, or to the 

north of Miami OPF. VFR pilots have 

the option to contact ATC at Miami 

TRACON or FLL ATCT, and request 

flight following, if desired. Therefore, as 

provided in section 605(b), the head of 

the FAA certifies that this rulemaking 

would 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 should 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 $155 

million in $100 million. This final rule 

does not contain such a mandate; 

therefore, the requirements of Title II of 

the Act do not apply. 

Environmental Review 

The FAA has determined that this 

action of (1) reconfiguring and 

expanding the Fort LauderdaleHollywood International Airport, FL 

(FLL), Class C airspace area and, (2) 

updating the FLL Airport Reference 

Point (ARP) latitude/longitude 

geographic coordinates to match current 

airspace database information, and (3) 

revoking the Class E airspace extension 

to the FLL Class C airspace surface 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. 

Lists 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 FAA Order JO 7400.11F, 

Airspace Designations and Reporting 

Points, dated August 10, 2021, effective 

September 15, 2021, is amended as 

follows: 

Paragraph 4000 Class C Airspace. 

* * * * * 

ASO FL C Fort Lauderdale-Hollywood 

International Airport, FL 

Fort Lauderdale-Hollywood International 

Airport, FL 

(Lat. 26°04′18′′ N, long. 80°08′59′′ W) 

Boundaries 

Area A. That airspace extending upward 

from the surface to and including 4,000 feet 


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MSL within a 7 nautical mile radius of Fort 

Lauderdale-Hollywood International Airport, 

excluding the airspace north of lat. 26°10′03′′ 

N (the eastern most portion of Oakland Park 

Boulevard located in Lauderdale Beach), and 

bounded on the south by a 15 nautical mile 

radius of Miami International Airport, and on 

the southeast by lat. 26°00′39′′ N (the eastern 

most portion of Hollywood Boulevard 

located in Hollywood). 

Area B. That airspace extending upward 

from 1,200 feet MSL to and including 4,000 

feet MSL beginning at a point northwest of 

Fort Lauderdale-Hollywood International 

Airport at the intersection of a 7 nautical 

mile radius of Fort Lauderdale-Hollywood 

International Airport and lat. 26°10′03′′ N, 

thence moving west along lat. 26°10′03′′ N 

(the eastern most portion of Oakland Park 

Boulevard located in Lauderdale Beach), to a 

point that intersects State Road 869/Sawgrass 

Expressway, thence moving south along State 

Road 869/Sawgrass Expressway, [continuing 

south across the intersection of State Road 

869/Sawgrass Expressway, Interstate 595, 

and Interstate 75], and continuing south 

along Interstate 75 to a point that intersects 

a 15 nautical mile radius of Miami 

International Airport, thence moving 

clockwise along the 15 nautical mile radius 

to a point that intersects the 7 nautical mile 

radius of Fort Lauderdale-Hollywood 

International Airport, thence moving 

clockwise along the 7 nautical mile radius to 

the point of beginning. 

Area C. That airspace extending upward 

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

feet MSL within an area bounded on the 

north by lat. 26°13′53′′ N (aligned with the 

eastern portion of Atlantic Boulevard located 

in Pompano Beach), on the west by a 25 

nautical mile radius of Fort LauderdaleHollywood International Airport, on the 

south by lat. 25°57′48′′ N, on the southeast by 

a 15 nautical mile radius of Miami 

International Airport, and on the east by U.S. 

Route 27. 

Area D. That airspace extending upward 

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

feet MSL within an area bounded on the 

north by lat. 26°13′53′′ N (aligned with the 

eastern portion of Atlantic Boulevard located 

in Pompano Beach), on the east by a 25 

nautical mile radius of Fort LauderdaleHollywood International Airport, on the 

south by lat. 26°00′39′′ N (the eastern most 

portion of Hollywood Boulevard located in 

Hollywood), and on the west by a 20 nautical 

mile radius of Fort Lauderdale-Hollywood 

International Airport. 

Area E. That airspace extending upward 

from 1,500 feet MSL to and including 4,000 

feet MSL within an area bounded on the 

north by lat. 26°10′03′′ N (the eastern most 

portion of Oakland Park Boulevard located in 

Lauderdale Beach), on the east by the northsouth portion of Interstate 75 and State Road 

869/Sawgrass Expressway, on the south by a 

15 nautical mile radius of Miami 

International Airport, and on the west by 

U.S. Route 27. 

Area F. That airspace extending upward 

from 2,500 feet MSL to and including 4,000 

feet MSL beginning northwest of Fort 

Lauderdale-Hollywood International Airport 

at a point that intersects U.S. Route 27 and 

lat. 26°13′53′′ N (aligned with the eastern 

portion of Atlantic Boulevard located in 

Pompano Beach), thence moving east along 

lat. 26°13′53′′ N to a point that intersects a 

20 nautical mile radius of Fort LauderdaleHollywood International Airport, thence 

moving clockwise along the 20 nautical mile 

radius to a point that intersects lat. 26°00′39′′ 

N (the eastern most portion of Hollywood 

Boulevard located in Hollywood), thence 

moving west to a point that intersects a 15 

nautical mile radius of Fort LauderdaleHollywood International Airport, thence 

moving counter-clockwise along the 15 

nautical mile radius to a point that intersects 

lat. 26°10′03′′ N (the eastern most portion of 

Oakland Park Boulevard located in 

Lauderdale Beach), thence moving west 

along lat. 26°10′03′′ N to a point that 

intersects U.S. Route 27, thence moving 

north along U.S. Route 27 to the point of 

beginning. 

Area G. That airspace extending upward 

from 1,200 feet MSL to and including 4,000 

feet MSL beginning northeast of Fort 

Lauderdale-Hollywood International Airport 

at a point that intersects a 7 nautical mile 

radius of Fort Lauderdale-Hollywood 

International Airport and lat. 26°10′03′′ N 

(the eastern most portion of Oakland Park 

Boulevard located in Lauderdale Beach), 

thence moving clockwise along the 7 nautical 

mile radius to a point that intersects lat. 

26°00′39′′ N (the eastern most portion of 

Hollywood Boulevard located in Hollywood), 

thence moving east along lat. 26°00′39′′ N to 

a point that intersects a 15 nautical mile 

radius of Fort Lauderdale-Hollywood 

International Airport, thence moving 

counter-clockwise along the 15 nautical mile 

radius to a point that intersects lat. 26°10′03′′ 

N, thence moving west along lat. 26°10′03′′ N 

to the point of beginning. 

* * * * * 

Paragraph 6003 Subpart E—Class E 

Airspace Areas Designated as an Extension 

to a Class C Surface Area. 

* * * * * 

ASO FL E3 Fort Lauderdale, FL [Remove] 

* * * * * 

BILLING CODE 4910–13–P 


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

Scott M. Rosenbloom, 

Manager, Airspace Rules and Regulations. 

[FR Doc. 2022–12301 Filed 6–9–22; 8:45 am] 

BILLING CODE 4910–13–C 

SECURITIES AND EXCHANGE 

COMMISSION 

17 CFR Parts 230, 232, 239, 240 and 

249 

[Release Nos. 33–11070; 34–95025; File 

Nos. S7–16–21 and S7–24–20] 

RINs 3235–AM15 and 3235–AM78 

Updating EDGAR Filing Requirements 

and Form 144 Filings 

AGENCY: Securities and Exchange 

Commission. 

ACTION: Final rule. 

SUMMARY: We are adopting rule and 

form amendments that mandate the 

electronic filing or submission of 

documents that are currently permitted 

electronic submissions, including the 

‘‘glossy’’ annual report to security 

holders, notices of exempt solicitations 

and exempt preliminary roll-up 

communications, notices of sales of 

securities of certain issuers, filings of 

required reports by foreign private 

issuers and filings made by multilateral 

development banks on our Electronic 

Data Gathering, Analysis, and Retrieval 

(‘‘EDGAR’’) system. We are also 

adopting rules that will mandate the 

electronic submission of the ‘‘glossy’’ 

annual report to security holders, the 

electronic filing of the certification 

made pursuant to the Exchange Act and 

its rules that a security has been 

approved by an exchange for listing and 

registration, the use of Inline eXtensible 


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