21910 Federal Register / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed Rules

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 94–AWA–2]

Proposed Modification of the Dallas/

Fort Worth Class B Airspace Area; TX

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This notice proposes to

modify the Dallas/Forth Worth (DFW)

Class B airspace area. Specifically, this

proposal would raise the upper limit of

the DFW Class B airspace area from

10,000 feet mean sea level (MSL) to

11,000 feet MSL, except in the

reconfigured northern and southern

sections, and would redefine several

existing subareas. The FAA is proposing

this rule to improve the flow of aviation

traffic and enhance safety in the DFW

Class B airspace area while

accommodating the concerns of airspace

users.

DATES: Comments must be received on

or before June 24, 1996.

ADDRESSES: Send comments on the

proposal in triplicate to the Federal

Aviation Administration, Office of Chief

Counsel, Attention: Rules Docket, AGC–

200, Airspace Docket No. 94–AWA–2,

800 Independence Avenue, SW,

Washington, DC 20591. 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:

William C. Nelson, Airspace and Rules

Division, ATA–400, Office of Airspace

Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone: (202) 267–3075.

SUPPLEMENTARY INFORMATION:

Comment 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. 94–

AWA–2’’. 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

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) 267–3075. 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, that describes the application

procedure.

Background

The Class B airspace area (formerly

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

increase 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 Class B airspace areas afford the

greatest protection for the greatest

number of people by giving air traffic

control (ATC) increased capability to

provide aircraft separation service;

thereby minimizing the mix of

controlled and uncontrolled aircraft. 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 Areas (TCA). To date,

the FAA has established a total of 29

Class B airspace areas. The FAA is

proposing to take action to modify or

implement the application of these

proven control areas to provide greater

protection for air traffic in the airspace

areas most commonly used by

passenger-carrying aircraft.

The standard configuration of a Class

B airspace area contains three

concentric circles centered on the

primary airport extending to 10, 20, and

30 nautical miles (NM), respectively.

The standard vertical limits of the Class

B airspace area 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 7400.9C dated August 17, 1995,

and effective September 16, 1995, 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.

Related Rulemaking Actions

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 primary airport from

the surface up to 10,000 feet MSL. This

rule excluded those aircraft that were

not originally certificated with an

engine driven electrical system,

balloons, or gliders.

On October 14, 1988, the FAA

published the TCA Classification and
Federal Register / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed Rules 21911

TCA Pilot and Navigation Equipment

Requirements Final Rule (53 FR 40318).

This rule, in part, removed the different

classifications of TCA’s, and requires

the pilot-in-command of a civil aircraft

operating within a TCA 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 65655). This rule

discontinued the use of the term

‘‘Terminal Control Area’’ (TCA) and

replaced it with the designation ‘‘Class

B airspace area.’’ This change in

terminology is reflected in this NPRM.

Pre-NPRM Public Input

In June 1992 an ad hoc committee was

formed to represent all major users to

analyze the DFW Class B airspace area

and to develop recommendations for

modifying the existing design. The ad

hoc committee met regularly at various

locations throughout the DFW area for

approximately one year. The ad hoc

committee submitted written comments

on modifying the DFW Class B airspace

area.

As announced in the Federal Register

on October 30, 1993, (58 FR 54073) and

on January 31, 1994, (59 FR 4310), preNPRM airspace meetings were held on

December 8, 1993, in Mesquite, TX,

December 13, 1993, in North Richland

Hills, TX, April 5, 1994, in North

Richland Hills, TX, and April 7, 1994,

in Mesquite, TX. These meetings

provided local airspace users with an

opportunity to present input on the

design of the proposed modifications of

the DFW Class B airspace area. All

comments received during the informal

airspace meetings and the subsequent

comment periods were considered and

incorporated, in part, in this proposed

modification. Verbal and written

comments received, and the FAA’s

findings, are summarized below.

Analysis of Comments

Some commenters recommended that

portions of the Class B airspace area be

reconfigured into VFR corridors.

The FAA did not adopt this

recommendation. After thorough

review, it was determined that this

recommended reconfiguration was not

feasible. However, to accommodate the

recommendation the FAA proposes to

amend the airspace south of victor(V)

airways, V16/94 from Class B to Class E

airspace, reducing the lateral limits of

the Class B airspace south of DFW

Airport.

Certain commenters recommended

that the Class B airspace area be

decreased in size in the vicinity of

Grand Prairie Airport and that

prominent visual landmarks be used to

assist pilots in identifying the airspace

boundaries.

The FAA supports this recommended

modification and proposes to modify

the DFW Class B airspace area in the

vicinity of Grand Prairie Municipal

Airport by moving the 7 NM boundary

north to follow Interstate 30 (I–30) and

the 10 NM arc north to follow State

Highway 303 (SH–303).

Some commenters recommended that

the DFW Class B airspace area be

modified near the Addison Airport

(ADS) to increase traffic pattern airspace

for ingress/egress to/from the ADS.

The FAA supports this

recommendation and proposes to

modify the DFW Class B airspace area

in the vicinity of the ADS by raising the

floor of the DFW Class B airspace from

the surface to 2,000 feet MSL south of

Lyndon Baines Johnson (LBJ) Freeway

to Forest Lane, and west of ADS to

Marsh Lane.

Recommendations were made to

modify the DFW Class B airspace area

in the vicinity of Naval Air Station

Dallas (NAS Dallas) to allow for uniform

transition for those aircraft operating in

the airspace south of DFW Airport, and

in the vicinity north of the Redbird

Airport from 2,500 feet MSL to 3,500

feet MSL.

The FAA supports these

recommendations, in part, and proposes

to raise the floor of the DFW Class B

airspace area from the surface to 2,000

feet MSL in the vicinity of NAS Dallas,

and to raise the floor of the DFW Class

B airspace area north of the Redbird

Airport from 2,500 feet MSL to 3,000

feet MSL.

The Airline Transport Association of

America (ATA) proposed raising the

ceiling of the DFW Class B airspace area

from 10,000 feet MSL to 11,000 feet

MSL.

The FAA agrees with this

recommendation and proposes to raise

the ceiling of the DFW Class B airspace

area, excluding that airspace overlying

the V66/278 and V16/94 airways north

and south of the DFW Airport to

provide airspace for high performance

aircraft while allowing nonparticipating aircraft to access certain

airways above 10,000 feet MSL.

Two areas of concern surfaced relative

to the airspace located between 20 and

30 NM west of DFW Airport. First, ATC,

for air traffic separation purposes,

sometimes assigns altitudes below the

floor of this portion of the DFW Class

B airspace area. Second, some

commenters complained that the

current floor of 5,000 feet MSL hinders

VFR non-participating aircraft desiring

to transit the airspace beyond 25 NM.

The FAA proposes to lower the floor of

the airspace from 5,000 feet MSL to

4,000 feet MSL between 20 and 23 MN

west, and to raise the floor of the

airspace from 5,000 feet MSL to 6,000

feet MSL between 26 and 30 MN west.

This would alleviate both concerns

while enhancing aviation safety and

airspace utilization.

One written comment received after

the December 1993 airspace meetings

questioned the need for the proposed

expansion of the DFW Class B airspace

area northwest of the Alliance Airport.

The FAA proposes to decrease the

overall amount of DFW Class B airspace

area by restructuring the area northwest

of Alliance Airport. While there is some

proposed expansion northwest of the

Alliance Airport, this proposed

modification would provide a safer

transition area for those aircraft

operating into and out of the Alliance

Airport.

The Proposal

The FAA proposes to amend 14 CFR

part 71 by modifying the DFW Class B

airspace area. Specifically, this proposal

(depicted in the attached chart) would

raise the upper limit of the DFW Class

B airspace area from 10,000 feet MSL to

11,000 feet MSL, except in the

reconfigured northern and southern

sections, and would redefine several

existing subareas. the FAA is proposing

to amend the airspace south of victor

airways V–16/94 from Class B to Class

E airspace.

This proposal would realign the

boundaries of the Class B airspace area

north of Grand Prairie Municipal

Airport to follow Interstate 30 (I–30) and

State Highway 303 (SH–303) south of

DFW. In addition, this proposed rule

would raise the floor of the Class B

airspace area to 2,000 feet MSL in the

vicinity of NAS Dallas, south of LBJ

Freeway to Forest Lane, and west of

ADS to marsh Lane, and 3,000 feet MSL

north of Redbird Airport. Further, the

FAA proposes to lower the floor of the

airspace from 5,000 feet MSL to 4,000

feet MSL between 20 and 23 NM west,

and to raise the floor of the airspace

from 5,000 feet MSL to 6,000 feet MSL

between 26 and 30 NM west. This

proposal would enhance safety and

improve the flow of aviation traffic in

the DFW Class B airspace 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
21912 Federal Register / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed Rules

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 the proposed

rule would generate benefits that justify

its costs and is not ‘‘a significant

regulatory action’’ as defined in the

Executive Order and the Department of

Transportation Regulatory policies and

Procedures. The proposal would not

have a significant impact on substantial

number of small entities and would not

constitute a barrier to international

trade. These analyses, available in the

docket, are summarized below.

Costs

The FAA has determined that the

proposed modification of the DFW Class

B airspace area would result in little or

no cost to either the agency or aircraft

operators, as discussed in the following

paragraphs.

The proposal would not impose any

additional administrative costs on the

FAA for either personnel or equipment.

Projected increases in traffic volume

would be absorbed by current personnel

and equipment resources through more

efficient services. Revising aeronautical

charts to reflect the change of the

airspace area would not add to the cost

of the routine and periodic updating of

the charts.

The proposal would not require

additional avionics equipment for

aircraft. Aircraft operators that currently

use the affected airspace should already

have Mode C transponders. In addition,

aircraft operators should also have twoway radio communications. The density

of air traffic in the DFW area makes it

highly unlikely that VFR traffic would

transit this airspace without two-way

radio equipment.

Finally, the proposal should not

significantly increase the cost to pilots

who wish to remain clear of the

proposed expanded areas of the DFW

Class B airspace area. The pilots would

need to make only small deviations

from their current flight paths to avoid

the proposed expanded areas of Class B

airspace.

Benefits

The proposed rule is expected to

generate benefits primarily in the form

of improved traffic flow while

enhancing safety. Traffic flow would

improve because air traffic controllers

could more efficiently handle the

increasing number of operations at the

DFW International Airport. Based on the

FAA’s Terminal Area Forecast, total

aircraft operations at the DFW

International Airport were about

831,000 in 1994, up from 504,000 in

1984, and are projected to increase to

about 1,009,000 by the year 2000. Also,

passenger enplanements were estimated

to be 25.5 million in 1994, up from 15.5

million in 1984, and are projected to

increase to about 35.3 million by the

year 2000. The proposed rule would

enhance safety by lowering the risk of

midair collisions. This lower risk would

result from the increased control in

those areas where Class B airspace

would be expanded.

The proposed rule would benefit GA

aircraft operators by contracting the

Class B airspace in certain areas.

Additionally, it would simplify the

airspace area.

Regulatory Flexibility Determination

The Regulatory Flexibility Act of 1980

(RFA) was enacted by Congress to

ensure that small entities are not

unnecessarily or disproportionately

burdened by Federal regulations. The

RFA requires a Regulatory Flexibility

Analysis if a proposed rule would have

‘‘a significant economic impact on a

substantial number of small entities.’’

FAA Order 2100.14A outlines the FAA’s

procedures and criteria for

implementing the RFA. Small entities

are independently owned and operated

small businesses and small not-forprofit organizations. A substantial

number of small entities is defined as a

number that is 11 or more and which is

more than one-third of the small entities

subject to this proposal. The FAA has

determined that the proposal 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.

International Trade Impact Assessment

The proposal would not constitute a

barrier to international trade, including

the export of U.S. goods and services to

foreign countries and the import of

foreign goods and services to the United

States. This proposal would not impose

costs on aircraft operators or aircraft

manufacturers in the United States or

foreign countries. The modification of

the Class B airspace area would only

affect U.S. terminal airspace operating

procedures at and in the vicinity of

Dallas-Fort Worth, TX. The proposal

would not have international trade

ramifications because it is a domestic

airspace matter that would not impose

additional costs or requirements on

affected entities.

Federalism Implications

This proposed rule would not have

substantial direct effects on the states,

the relationship between the national

government and the states, or the

distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612

(52 FR 41695; October 30, 1987), it is

determined that this proposed rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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.).

International Civil Aviation

Organization (ICAO) and Joint Aviation

Regulations (JAR)

The FAA has determined that this

proposal, if adopted, would not conflict

with any international agreements of the

United States.

Conclusion

For reasons discussed in the

preamble, and based on the findings in

the Regulatory Flexibility Determination

and the International Trade Impact

Assessment, the FAA has determined

that this regulation is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. In addition, the FAA

certifies that this regulation would not

have a significant economic impact,

positive or negative, on a substantial

number of small entities under the

criteria of the Regulatory Flexibility Act.

This regulation is not considered

significant under DOT Order 2100.5,

Policies and Procedures for

Simplification, Analysis and Review of

Regulations. A regulatory evaluation of

the proposed regulation, including a

Regulatory Flexibility Determination

and International Trade Impact

Assessment has been placed in the

docket. A copy may be obtained by

contacting the person identified under

FOR FURTHER INFORMATION CONTACT.

List of Subjects In 14 CFR Part 71

Airspace, Incorporation by Reference,

Navigation (Air).
Federal Register / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed Rules 21913

The Proposed Amendment

PART 71—[AMENDED]

1. The authority citation for 14 CFR

part 71 continues to read as follows:

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

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

1963 Comp., p. 389; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9C, Airspace

Designations and Reporting Points,

dated August 17, 1995, and effective

September 16, 1995, is amended as

follows:

Paragraph 3000—Subpart B—Class B

Airspace

* * * * *

ASW TX B Dallas/Fort Worth, TX [Revised]

Dallas/Fort-Worth International Airport

(Primary Airport)

(Lat. 32°53′49′′N., long. 97°02′33′′W.)

Dallas/Fort-Worth VORTAC

(Lat. 32°51′57′′N., long. 97°01′41′′ W.)

Boundaries

Area A. That airspace extending upward

from the surface to and including 11,000 feet

MSL beginning at the intersection of the

DFW VORTAC 10-mile arc and Josey Lane,

thence southbound on Josey Lane to Forest

Lane, thence eastbound on Forest Lane until

Interstate 635 (that also coincides with the

DFW VORTAC 15-mile arc), extending

clockwise on the DFW VORTAC 15-mile arc

until the DFW VORTAC 129° radial 15-mile

DME fix, thence northwest on the DFW

VORTAC 129° radial until Interstate 30,

extending west on Interstate 30 until the

DFW VORTAC 7-mile arc, thence clockwise

on the DFW VORTAC 7-mile arc until the

DFW VORTAC 310° radial, 7-mile DME fix,

extending northwest on the DFW VORTAC

310° radial until the DFW VORTAC 310°

radial 10-mile DME fix, and extending

clockwise on the DFW VORTAC 10-mile arc

to the point of beginning.

Area B. That airspace extending upward

from 2,000 feet MSL to and including 11,000

feet MSL beginning at the DFW VORTAC

310° radial 10-mile DME fix, thence

southeast on the DFW VORTAC 310° radial

until the DFW VORTAC 310° radial 7-mile

DME fix, extending counterclockwise on the

DFW VORTAC 7-mile arc until Interstate 30,

thence eastbound on Interstate 30 to the DFW

VORTAC 129° radial, thence southeast on the

DFW VORTAC 129° radial until the DFW

VORTAC 129° radial 10-mile DME fix,

extending clockwise on the DFW VORTAC

10-mile arc until Highway 303, thence west

on Highway 303 until the DFW VORTAC 10-

mile DME arc, and extending clockwise on

the DFW VORTAC 10-mile arc to the DFW

VORTAC 300° radial 10-mile DME fix, thence

northwest on the 300° radial until the DFW

VORTAC 300° 13-mile DME fix, extending

clockwise on the DFW VORTAC 13-mile arc

until the DFW VORTAC 023° radial 13-mile

DME fix, thence southeast on the DFW

VORTAC 023° radial until the DFW VORTAC

023° radial 10-mile DME fix, extending

counterclockwise on the DFW VORTAC 10-

mile arc to the DFW VORTAC 310° 10-mile

DME fix; and that airspace extending upward

from 2,000 feet MSL to and including 11,000

feet MSL beginning at the intersection of the

DFW VORTAC 10-mile arc and Josey Lane,

thence southbound on Josey Lane to Forest

Lane, thence eastbound on Forest Lane to

Interstate 635, thence westbound on

Interstate 635 to the DFW VORTAC 10-mile

arc, and extending counterclockwise on the

DFW VORTAC 10-mile arc to the point of

beginning.

Area C. That airspace extending upward

from 2,500 feet MSL to and including 11,000

feet MSL beginning at the intersection of the

DFW VORTAC 15-mile arc and Interstate

635, extending clockwise on the DFW

VORTAC 15-mile arc until the DFW

VORTAC 129° radial 15-mile DME fix, thence

southeast on the DFW VORTAC 129° radial

until the DFW VORTAC 129° radial 20-mile

DME fix, extending counterclockwise on the

DFW VORTAC 20-mile arc until Interstate

635, and extending northwest along Interstate

635 to the point of beginning.

Area D. That airspace extending upward

from 3,000 feet MSL to and including 11,000

feet MSL beginning at the DFW VORTAC

300° radial 10-mile DME fix, extending

counterclockwise on the DFW VORTAC 10-

mile arc to Highway 303, thence eastbound

on Highway 303 until the DFW VORTAC 10-

mile arc, extending counterclockwise on the

DFW VORTAC 10-mile arc to the DFW

VORTAC 129° radial, thence southeast along

the DFW VORTAC 129° radial until the DFW

VORTAC 129° radial 20-mile DME fix,

extending clockwise on the DFW VORTAC

20-mile arc until the DFW VORTAC 217°

radial, thence northeast on the DFW

VORTAC 217° radial until the DFW VORTAC

217° radial 13-mile DME fix, extending

clockwise along the DFW VORTAC 13-mile

arc to the DFW VORTAC 300° radial 13-mile

DME fix, and thence southeast on the DFW

VORTAC 300° radial to the point of

beginning; and that airspace extending

upward from 3,000 feet MSL to and

including 11,000 feet MSL beginning at the

DFW VORTAC 300° radial 13-mile DME fix,

thence northwest on the DFW VORTAC 300°

radial until the DFW VORTAC 300° radial

20-mile DME fix, extending clockwise on the

DFW VORTAC 20-mile arc until Interstate

635, extending northwest along Interstate 635

until the DFW VORTAC 10-mile arc,

extending counterclockwise on the DFW

VORTAC 10-mile arc until the DFW

VORTAC 023° radial 10-mile DME fix, thence

northeast on the DFW VORTAC 023° radial

until the DFW VORTAC 023° radial 13-mile

DME fix, and extending counterclockwise on

the DFW VORTAC 13-mile arc to the point

of beginning.

Area E. That airspace extending upward

from 4,000 feet MSL to and including 11,000

feet MSL beginning at the DFW VORTAC

217° radial 20-mile DME fix, extending

counterclockwise on the DFW VORTAC 20-

mile arc until the DFW VORTAC 300° radial

20-mile DME fix, thence southeast on the

DFW VORTAC 300° radial until the DFW

VORTAC 300° radial 13-mile DME fix,

extending counterclockwise on the DFW

VORTAC 13-mile arc until the DFW

VORTAC 217° radial 13-mile DME fix, thence

southwest on the DFW VORTAC 217° radial

until the DFW VORTAC 217° radial 20-mile

fix, extending clockwise on the DFW

VORTAC 20-mile arc until Interstate 820,

thence west and north on Interstate 820 until

the DFW VORTAC 23-mile arc, extending

clockwise on the DFW VORTAC 23-mile arc

until Highway 156, thence northeast on

Highway 156 until the DFW VORTAC 329°

radial, thence northwest on the DFW

VORTAC 329° radial until intercepting a line

defined by the DFW VORTAC 041° radial 30

DME fix and the DFW VORTAC 315° radial

30 DME fix, thence east along that line

defined by the DFW VORTAC 041° radial 30

DME fix and the DFW VORTAC 315° radial

30 DME fix until the DFW VORTAC 30-mile

arc, extending clockwise on the DFW

VORTAC 30-mile arc until the DFW

VORTAC 138° radial 30-mile DME fix, thence

west until the DFW VORTAC 217° radial 28.3

mile DME fix, and thence northeast on the

DFW VORTAC 217° radial until the point of

beginning.

Area F. That airspace extending upward

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

feet MSL beginning at the DFW VORTAC

138° radial 30-mile DME fix, extending

clockwise on the DFW VORTAC 30-mile arc

until the DFW VORTAC 162° radial 30-mile

DME fix, thence west until the DFW

VORTAC 196° radial 30-mile DME fix,

extending clockwise on the DFW VORTAC

30-mile arc until the DFW VORTAC 217°

radial 30-mile DME fix, and thence northeast

on the DFW VORTAC 217° radial until the

DFW VORTAC 217° radial 28.3-mile DME

fix, and thence east on a line to the point of

beginning; and that airspace extending

upward from 4,000 feet MSL to and

including 10,000 feet MSL beginning at the

DFW 315° radial 30-mile DME fix, extending

clockwise on the DFW 30-mile arc until the

DFW 336° radial 30-mile DME fix, thence

east until the DFW 020° radial 30-mile DME

fix, extending clockwise on the DFW 30-mile

arc until the DFW 041° radial 30-mile DME

fix, and thence west on a line until the point

of beginning.

Area G. That airspace extending upward

from 5,000 feet MSL, up to and including

11,000 feet MSL beginning at the DFW

VORTAC 315° radial 30-mile DME fix,

extending counterclockwise on the DFW

VORTAC 30-mile arc until the DFW

VORTAC 293° radial, thence southeast on the

DFW VORTAC 293° radial until the DFW

VORTAC 26-mile DME fix, extending

counterclockwise on the DFW VORTAC 26-

mile arc until Highway 377, thence

southwest on Highway 377 until the DFW

VORTAC 30-mile arc, and counterclockwise

to the DFW VORTAC 217° radial 30-mile

DME fix, thence northeast on the DFW

VORTAC 217° radial until the DFW VORTAC

20-mile arc, extending clockwise on the 20-

mile arc until Interstate 820, thence west and

north on Interstate 820 until the DFW

VORTAC 23-mile arc, thence clockwise on

the DFW VORTAC 23-mile arc until Highway

156, extending northeast on Highway 156 to

the DFW VORTAC 329° radial, thence

northeast on the DFW VORTAC 329° radial,
21914 Federal Register / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed Rules

until intercepting a line defined by the DFW

VORTAC 041° radial 30-mile DME fix and

the DFW VORTAC 315° radial 30-mile DME

fix, thence west along that line until the

point of beginning.

Area H. That airspace extending upward

from 6,000 feet MSL to and including 11,000

feet MSL beginning at the DFW VORTAC

293° radial 30-mile DME fix, thence

southeast on the DFW VORTAC 293° radial

until the DFW VORTAC 293° radial 26-mile

DME fix, extending counterclockwise on the

DFW VORTAC 26-mile arc until Highway

377, thence southwest on Highway 377 until

the DFW VORTAC 30-mile arc, and

extending clockwise on the DFW VORTAC

30-mile arc until the point of beginning.

* * * * *

Issued in Washington, DC, on May 2, 1996.

Nancy B. Kalinowski,

Acting Program Director for Air Traffic

Airspace Management, ATA–1.

Note: This appendix will not appear in the

Code of Federal Regulations.

BILLING CODE 4910–13–M
Federal Register / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed Rules 21915

Appendix—Dallas/Fort Worth International Airport Class B Airspace Area

[FR Doc. 96–11726 Filed 5–9–96; 8:45 am]

BILLING CODE 4910–13–C