[Federal Register Volume 61, Number 92 (Friday, May 10, 1996)]
[Proposed Rules]
[Pages 21910-21915]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-11726]
[[Page 21909]]
_______________________________________________________________________
Part VII
Department of Transportation
_______________________________________________________________________
Federal Aviation Administration
_______________________________________________________________________
14 CFR Part 71
Proposed Modification of the Dallas/Fort Worth Class B Airspace Area,
TX; Proposed Rule
Federal Register / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed
Rules
[[Page 21910]]
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
[[Page 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), pre-NPRM 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 non-participating 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
[[Page 21912]]
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 two-way 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-for-profit
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).
[[Page 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.
Sec. 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 deg.53'49''N., long. 97 deg.02'33''W.)
Dallas/Fort-Worth VORTAC
(Lat. 32 deg.51'57''N., long. 97 deg.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 deg. radial 15-mile DME fix, thence northwest on the DFW VORTAC
129 deg. 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 deg. radial, 7-mile DME fix,
extending northwest on the DFW VORTAC 310 deg. radial until the DFW
VORTAC 310 deg. 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 deg.
radial 10-mile DME fix, thence southeast on the DFW VORTAC 310 deg.
radial until the DFW VORTAC 310 deg. 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 deg. radial, thence southeast on the DFW VORTAC 129 deg. radial
until the DFW VORTAC 129 deg. 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 deg. radial 10-mile DME fix, thence northwest on the 300 deg.
radial until the DFW VORTAC 300 deg. 13-mile DME fix, extending
clockwise on the DFW VORTAC 13-mile arc until the DFW VORTAC
023 deg. radial 13-mile DME fix, thence southeast on the DFW VORTAC
023 deg. radial until the DFW VORTAC 023 deg. radial 10-mile DME
fix, extending counterclockwise on the DFW VORTAC 10-mile arc to the
DFW VORTAC 310 deg. 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 deg. radial 15-
mile DME fix, thence southeast on the DFW VORTAC 129 deg. radial
until the DFW VORTAC 129 deg. 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 deg.
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 deg. radial, thence
southeast along the DFW VORTAC 129 deg. radial until the DFW VORTAC
129 deg. radial 20-mile DME fix, extending clockwise on the DFW
VORTAC 20-mile arc until the DFW VORTAC 217 deg. radial, thence
northeast on the DFW VORTAC 217 deg. radial until the DFW VORTAC
217 deg. radial 13-mile DME fix, extending clockwise along the DFW
VORTAC 13-mile arc to the DFW VORTAC 300 deg. radial 13-mile DME
fix, and thence southeast on the DFW VORTAC 300 deg. 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 deg. radial 13-mile DME fix, thence northwest on the DFW
VORTAC 300 deg. radial until the DFW VORTAC 300 deg. 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 deg. radial 10-mile DME fix,
thence northeast on the DFW VORTAC 023 deg. radial until the DFW
VORTAC 023 deg. 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 deg.
radial 20-mile DME fix, extending counterclockwise on the DFW VORTAC
20-mile arc until the DFW VORTAC 300 deg. radial 20-mile DME fix,
thence southeast on the DFW VORTAC 300 deg. radial until the DFW
VORTAC 300 deg. radial 13-mile DME fix, extending counterclockwise
on the DFW VORTAC 13-mile arc until the DFW VORTAC 217 deg. radial
13-mile DME fix, thence southwest on the DFW VORTAC 217 deg. radial
until the DFW VORTAC 217 deg. 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 deg.
radial, thence northwest on the DFW VORTAC 329 deg. radial until
intercepting a line defined by the DFW VORTAC 041 deg. radial 30 DME
fix and the DFW VORTAC 315 deg. radial 30 DME fix, thence east along
that line defined by the DFW VORTAC 041 deg. radial 30 DME fix and
the DFW VORTAC 315 deg. 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 deg. radial 30-mile DME fix, thence west until
the DFW VORTAC 217 deg. radial 28.3 mile DME fix, and thence
northeast on the DFW VORTAC 217 deg. 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 deg.
radial 30-mile DME fix, extending clockwise on the DFW VORTAC 30-
mile arc until the DFW VORTAC 162 deg. radial 30-mile DME fix,
thence west until the DFW VORTAC 196 deg. radial 30-mile DME fix,
extending clockwise on the DFW VORTAC 30-mile arc until the DFW
VORTAC 217 deg. radial 30-mile DME fix, and thence northeast on the
DFW VORTAC 217 deg. radial until the DFW VORTAC 217 deg. 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 deg. radial
30-mile DME fix, extending clockwise on the DFW 30-mile arc until
the DFW 336 deg. radial 30-mile DME fix, thence east until the DFW
020 deg. radial 30-mile DME fix, extending clockwise on the DFW 30-
mile arc until the DFW 041 deg. 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 deg. radial 30-mile DME fix, extending counterclockwise on the
DFW VORTAC 30-mile arc until the DFW VORTAC 293 deg. radial, thence
southeast on the DFW VORTAC 293 deg. 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 deg.
radial 30-mile DME fix, thence northeast on the DFW VORTAC 217 deg.
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 deg. radial, thence northeast on
the DFW VORTAC 329 deg. radial,
[[Page 21914]]
until intercepting a line defined by the DFW VORTAC 041 deg. radial
30-mile DME fix and the DFW VORTAC 315 deg. 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 deg.
radial 30-mile DME fix, thence southeast on the DFW VORTAC 293 deg.
radial until the DFW VORTAC 293 deg. 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
[[Page 21915]]
Appendix--Dallas/Fort Worth International Airport Class B Airspace
Area
[GRAPHIC] [TIFF OMITTED] TN10MY96.083
[FR Doc. 96-11726 Filed 5-9-96; 8:45 am]
BILLING CODE 4910-13-C
