[Federal Register Volume 60, Number 150 (Friday, August 4, 1995)]
[Proposed Rules]
[Pages 40020-40027]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-19179]
[[Page 40019]]
_______________________________________________________________________
Part IV
Department of Transportation
_______________________________________________________________________
Federal Aviation Administration
_______________________________________________________________________
14 CFR Part 71
Modification of the Salt Lake City (SLC) Class B Airspace Area, Salt
Lake City, UT; Proposed Rule
Federal Register / Vol. 60, No. 150 / Friday, August 4, 1995 /
Proposed Rules
[[Page 40020]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Airspace Docket No. 93-AWA-11]
RIN 2120-AF56
Proposed Modification of the Salt Lake City (SLC) Class B
Airspace Area, Salt Lake City, Utah
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: This notice proposes to modify the Salt Lake City (SLC) Class
B airspace area, Salt Lake City, Utah. This proposal would maintain the
ceiling of the SLC Class B airspace area at 10,000 feet mean sea level
(MSL); subdivide and redefine existing subareas by altering their
floors and boundaries except for Area B; and create additional areas E,
F, G, H, I, J, K, L, and M. This proposal would improve the flow of
aviation traffic and enhance safety in the Salt Lake City area, while
accommodating the concerns of the airspace users.
DATES: Comments must be received on or before September 5, 1995.
ADDRESSES: Send comments on the proposal in triplicate to the Federal
Aviation Administration, Office of the Chief Counsel, Attention: Rules
Docket (AGC-10), Airspace Docket No. 93-AWA-11, 800 Independence
Avenue, SW., Washington, DC 20591. Comments may also be sent
electronically to the following Internet address:
nprmcmts@mail.hq.faa.gov.
The official docket may be examined in the Rules Docket, Office of
Chief Counsel, Room 916, 800 Independence Avenue, SW., Washington, DC,
weekdays, except Federal holidays, between 8:30 a.m. and 5 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:
Mr. Norman W. Thomas, Airspace and Obstruction Evaluation Branch (ATP-
240), Airspace-Rules and Aeronautical Information Division, Air Traffic
Rules and Procedures Service, Federal Aviation Administration, 800
Independence Avenue, SW., Washington, DC 20591; telephone: (202) 267-
9230.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested parties are invited to participate in this proposed
rulemaking by submitting such written data, views, or arguments as they
may desire. Comments that provide the factual basis supporting the
views and suggestions presented are particularly helpful in developing
reasoned regulatory decisions on the proposal. Comments are
specifically invited on the overall regulatory, aeronautical, economic,
environmental, and energy-related aspects of the proposal.
Communications should identify the airspace docket number and 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. 93-
AWA-11.'' 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 persons may obtain a copy of this NPRM by submitting a request
to the Federal Aviation Administration, Office of Public Affairs,
Attention: Public Inquiry Center, APA-220, 800 Independence Avenue,
SW., Washington, DC 20591, or by calling (202) 267-3485. Communications
must identify the notice number of this NPRM. Persons interested in
being placed on a mailing list for future NPRM's should also request a
copy of Advisory Circular No. 11-2A, which describes the application
procedure.
Related Rulemaking Actions
On May 21, 1970, the FAA published Amendment 91-78 to part 91 of
the Federal Aviation Regulations (35 FR 7782) which provided for the
establishment of Terminal Control Areas (TCA's).
On June 21, 1988, the FAA published a final rule that requires
aircraft to have Mode C equipment when operating within 30 nautical
miles of any designated TCA primary airport from the surface up to
10,000 feet MSL, except aircraft not originally certificated with an
engine-driven electrical system, or which had not subsequently been
certified with such a system installed (53 FR 23356).
On October 14, 1988, the FAA published a final rule that revised
the classification and pilot/equipment requirements for conducting
operations in a TCA (53 FR 40318). Specifically, the rule: (a)
Established a single-class TCA; (b) required 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; and (c) eliminated the helicopter exception from
the minimum navigational equipment requirements.
On December 17, 1991, the FAA published a final rule on airspace
reclassification (56 FR 65655). This airspace reclassification, which
became effective September 16, 1993, discontinued the use of the term
``Terminal Control Area'' (TCA) and replaced it with the designation
``Class B airspace.'' This change in terminology is reflected in this
proposed rule.
Background
The Class B airspace (formerly TCA) program was developed to reduce
the midair collision potential in the congested airspace surrounding
airports with high density air traffic by providing an area in which
all aircraft will be 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, military or another GA aircraft. The basic causal
factor common to these conflicts was the mix of uncontrolled aircraft
operating under VFR and controlled 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; this minimizes the mix of controlled and uncontrolled
aircraft. To date, the FAA has established a total of 29 Class B
airspace areas; the SLC Class
[[Page 40021]]
B airspace area was established on November 16, 1989 (54 FR 43786). The
FAA is proposing to take action to modify or implement the application
of these proven control techniques to more airports to provide greater
protection of air traffic in the airspace regions most commonly used by
passenger-carrying aircraft.
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 7400.9B dated July 18, 1994, and effective September
16, 1994, which is incorporated by reference in 14 CFR 71.1. The Class
B airspace area listed in this document would be published subsequently
in the Order.
The standard configuration of a Class B airspace area is three
concentric circles centered on the primary airport extending to 10, 20,
and 30 nautical miles, respectively. The standard vertical limits of
the Class B airspace area normally should not exceed 12,000 feet MSL,
with the floor established at the surface in the inner area and at
levels appropriate to containment of operations in the outer areas.
Variations of these criteria may be authorized contingent upon terrain,
adjacent regulatory airspace, and factors unique to the terminal area.
Pre-NPRM Public Input
As announced in the Federal Register on September 2, 1992, 57 FR
40202, a pre-NPRM airspace meeting was held on October 28, 1992, in the
Salt Lake City area to provide local interested airspace users an
opportunity to present input on the design of the proposed modification
of the SLC Class B airspace area. Comments were received from local
government agencies, private pilots, user groups, and local airport
authorities. Pilot groups were concerned with three primary aviation
aspects of the proposal: flight congestion, flights over water (Great
Salt Lake), and flights in close proximity to nonparticipating aircraft
(hang gliders). All comments were considered in the formulation of this
proposed modification, and recommendations were incorporated, in part,
in this proposed modification.
Both the verbal and written comments along with the FAA's findings
are summarized as follows:
1. One commenter suggested deleting a portion of the 9,000 to
10,000 foot MSL shelf of the Class B airspace area east of Salt Lake
City International Airport, from due east of Skypark Airport south, to
3 miles south of Interstate 80 (I-80), from approximately lat.
40 deg.53'00'' N., long. 111 deg.53'30'' W., due east to long.
111 deg.45'00'' W., then due south to lat. 40 deg.42'30'' N., then due
west to long. 111 deg.54'00'' W., then north along the present Class B
airspace area boundary to the point of origin. The FAA determined that
the Salt Lake City Terminal Radar Approach Control (TRACON) does not
utilize the middle portion of that 9,000 to 10,000 foot MSL shelf to
contain slow climbing eastbound commercial aircraft and deleting that
area would permit easier and safer access to both the Salt Lake Valley
and airports to the east of the Wasatch Range by VFR aircraft.
2. Several commenters suggested raising the base altitude of the
Class B airspace area from the surface to 7,600 feet MSL west of
Farmington from Interstate Highway 15 (I-15) to the power line along
the shore of Farmington Bay. These commenters believe this would permit
VFR traffic to transit through a wider corridor and greatly lessen the
chance of a midair collision. This proposal would retain the present
eastern boundary of the Class B airspace area but would raise the base
altitude to 7,600 feet MSL east of the power line and would require
subdividing this sector along the power line from its intersection with
the Salt Lake City International Instrument Landing System/Distance
Measuring Equipment (I-BNT) 13-mile arc southward along the power line
to the Skypark Airport ``notch,'' (hereafter referred to as exclusion
area) then northeastward along the exclusion area to I-15, then north
along I-15 to the I-BNT 13-mile arc, then along the arc to the point of
origin. The suggestion to raise the base altitude to 7,600 feet was not
adopted, because the FAA is altering the exclusion area in the vicinity
of the Skypark Airport by raising the base altitude from 5,300 feet to
7,000 feet MSL and extending the boundary to the north and west. This
would provide more airspace for VFR traffic transiting north and south,
thus further reducing the potential for midair collisions.
3. Several commenters suggested raising the altitude of Area C of
the Class B airspace in the vicinity of Riverton from 6,000 to 7,000
feet MSL, subdividing this area along 12600 Street south, and raising
the Class B airspace Area C south of 12600 Street south to 7,000 feet
MSL. It was also recommended that the floor of the Class B airspace
Area D in the southwest area be raised from 7,000 to 8,000 feet MSL and
this area subdivided from the intersection of the Salt Lake City
167 deg. radial and 12600 Street south due west along long.
112 deg.05'00' W., then due north to the I-BNT 11-mile arc, then
southeast along the arc to long. 112 deg.09'00'' W., to the present
boundary of the Area C then due south to lat. 40 deg.27'30'' N., south
to the Class B airspace present boundary, then north along the Salt
Lake City 167 deg. radial to the Class B airspace boundary to the point
of origin. These suggested altitude and subdivision changes are
adopted. The FAA is proposing to subdivide Area C, forming Area D with
a base altitude of 6,000 feet MSL and Area F with a base altitude of
7,000 feet MSL.
4. Several commenters recommended that the floor of Area C be
raised from 6,000 to 7,000 feet MSL in the area south and west of Magna
to the Garfield Stacks to eliminate possible compression caused by VFR
traffic transiting in this area along the shore line. The commenters
claim that most aircraft do not have flotation equipment to fly off
shore over the Great Salt Lake thus making this area congested with
opposite direction traffic. The FAA is proposing to subdivide this area
and to raise the base altitude from 6,000 to 6,500 feet MSL. This would
allow more vertical separation with recommended altitudes and
transition routes that are now being used in designated areas within
the SLC Class B airspace area. This would greatly assist with VFR
pilots who normally fly the coastline of the Great Salt Lake because
the aircraft may not be equipped with necessary flotation equipment to
fly over the Great Salt Lake. This not only would enhance safety within
this congested area, but would also relieve any potential traffic
compression around the Tooele Valley Airport.
5. One commenter suggested raising the altitude one mile east of
the Antelope Island in Area A, from the surface to 6,000 feet MSL, thus
helping to relieve any compression of VFR traffic off shore along the
main coastline. The FAA is proposing to raise the base altitude of Area
A from the surface to 6,000 feet MSL. Area A would become a portion of
Area K. This would provide that portion of airspace along the shoreline
to allow VFR traffic to traverse Antelope Island and remain over land
for most of this route. This is particularly important for single-
engine aircraft without flotation equipment.
6. One pilot suggested that more uncontrolled airspace is required
in Area C, near the Point of the Mountain, to allow aircraft below
6,000 feet MSL to clear the hang glider area. This pilot asserts that
departing aircraft are frequently instructed to remain below 6,000 feet
MSL east of I-15, keeping aircraft in an area of hang gliding activity.
Under this proposal, the airspace would be subdivided into two
separate areas. The floor of one area, proposed
[[Page 40022]]
Area F, would be raised from 6,000 to 7,000 feet MSL, thus allowing for
more vertical airspace for the transversing VFR aircraft traversing the
constriction at Point of the Mountain. The floor of the other area,
proposed Area G, would be raised from 7,000 to 8,000 feet MSL,
providing more vertical airspace for traversing VFR aircraft in this
mountainous area. Additionally, this change would greatly enhance the
utility of area for flight instruction and other users.
7. Several commenters suggested eliminating a portion of Area E
east of I-15 between 9,000 and 10,000 feet MSL because there is no need
to compress VFR aircraft in this area of the Wasatch Mountains. The
commenters stated that 9,000 feet MSL is too restrictive and forces
traffic to fly the canyons in order to get over the Wasatch range. The
commenters further stated that the minimum altitude over the mountains
should be raised to 10,000 feet MSL, establishing a VFR traffic flow
(such as Immigration Canyon for eastbound traffic and Parleys Canyon
for westbound traffic).
The FAA determined that commercial traffic is not heavy in this
area of Area E and that deleting the middle segment of Area I would
permit VFR aircraft easier and safer access to Salt Lake Valley and
airports to the east of the Wasatch Range.
The Proposal
The FAA proposes to amend 14 Code of Federal Regulations (CFR)
parts 71 and 91 and modify the Salt Lake City (SLC), UT, Class B
airspace area. The decision to pursue modifications to the existing
Class B airspace area was based on aviation safety and operational
efficiencies. The proposed alteration, depicted in the attached chart,
considers the current Class B airspace area flight operations and
terrain. Specific areas would be modified as follows:
Area A. That airspace extending upward from the surface to and
including 10,000 feet MSL beginning at a point where the 13-mile arc of
the Salt Lake City International Airport Runway 17 Instrument Landing
System (ILS) I-BNT ILS/DME antenna intercepts Interstate 15 (I-15),
extending south on I-15 until intercepting the 4.3-mile arc from the
Salt Lake City International Airport, extending south along the 4.3-
mile arc from the Salt Lake City International Airport until
intercepting I-15, extending south on I-15 until intercepting the 11-
mile arc of the I-BNT ILS/DME antenna clockwise until intercepting the
Union Pacific railroad tracks, extending southwest on the Union Pacific
railroad tracks until intercepting the 13-mile arc of the I-BNT ILS/DME
antenna clockwise until the point of beginning, excluding Areas C, D,
K, and L described hereinafter.
This airspace is necessary to accommodate high performance traffic
within the Salt Lake City International Airport and to provide for
ingress/egress to secondary airports. Reducing the area to the north
would provide sufficient airspace for VFR traffic transiting over the
Skypark Airport area. The exclusion area to the northeast of the Salt
Lake City Airport in the vicinity of the Skypark Airport would be
modified by expanding the boundary west and northwest. The floor would
be raised from 5,300 to 7,000 feet MSL to provide transiting VFR
traffic sufficient airspace to reduce the potential for midair
collisions between northbound and southbound traffic.
Area B. That airspace extending upward from 7,600 feet MSL to and
including 10,000 feet MSL between the 13-mile radius and the 25-mile
radius of the I-BNT ILS/DME antenna, excluding that airspace south of
the Union Pacific railroad tracks and that airspace east of where the
25-mile arc intercepts the Ogden-Hinckley Airport, UT, Airspace Class D
airspace area and the Ogden, Hill AFB, UT, Class D airspace area until
intercepting U.S. Highway 89, extending south on U.S. Highway 89 until
intercepting the 11-mile arc of the I-BNT ILS/DME antenna. This segment
of airspace provides sufficient room for aircraft climbing and
descending into the Salt Lake City International Airport.
Area C. That airspace extending upward from 6,500 feet to and
including 10,000 feet MSL beginning at a point where the 11-mile arc of
the I-BNT ILS/DME antenna intercepts the Union Pacific railroad tracks
extending southwest of the Union Pacific railroad tracks until
intercepting the 13-mile arc of the I-BNT ILS/DME antenna clockwise
until a point at lat. 40 deg.46'30'' N, long. 112 deg.14'50'' W,
extending east to a bend on I-80 at lat. 40 deg.46'30'' N, long.
112 deg.08'48'' W, then southeast to the drive-in theater north of the
city of Magna at lat. 40 deg.43'00'' N, long. 112 deg.04'48'' W, then
southeast to the water tank at lat. 40 deg.40'00'' N, long.
112 deg.03'33'' W, extending southeast to a point at lat.
40 deg.39'20'' N, long. 112 deg.02'33'' W, extending south along long.
112 deg.02'33'' W, until intercepting the 11-mile arc of the I-BNT ILS/
DME antenna then northwest on the 11-mile arc of the I-BNT ILS/DME
antenna clockwise to the point of beginning.
This area would provide more transition routes for VFR operations,
particularly for aircraft not equipped with the required flotation
equipment to fly over the Great Salt Lake. Additionally, this area
would relieve the potential for traffic congestion around the Tooele
Valley Airport.
Area D. That airspace extending upward from 6,000 feet MSL to and
including 10,000 feet MSL beginning at a point at lat. 40 deg.39'20''
N, long. 112 deg.02'33'' W, extending east to a point at lat.
40 deg.39'20'' N, long. 111 deg.58'13'' W, extending south along long.
111 deg.58'13'' W, until intercepting the 11-mile arc of the I-BNT ILS/
DME antenna, then counterclockwise until intercepting I-15, extending
south on I-15 until intercepting a line at lat. 40 deg.31'05'' N,
extending west on lat. 40 deg.31'05'' N, until a point at lat.
40 deg.31'05'' N, long. 112 deg.00'33'' W, then north along long.
112 deg.00'33'' W, to intercept the 11-mile arc of the I-BNT ILS/DME
antenna at lat. 40 deg.35'22'' N, long. 112 deg.00'33'' W, then
clockwise on the 11-mile arc of I-BNT ILS/DME antenna to long.
112 deg.02'33'' N, then to the point of beginning.
This area is currently a portion of Area C and would be
redesignated by this proposal.
Area E. That airspace extending upward from 7,000 feet MSL to and
including 10,000 feet MSL beginning at a point where the 11-mile arc of
the I-BNT ILS/DME antenna intercepts a line at long. 112 deg.09'03'' W,
bounded on the west by long. 112 deg.09'03'' W, on the south by a line
at lat. 40 deg.31'05'' N, to a point at lat. 40 deg.31'05'' N, long.
112 deg.00'33'' W, extending north to lat. 40 deg.35'22'' N, long.
112 deg.00'33'' W, then clockwise on the 11-mile arc of the I-BNT ILS/
DME antenna to the point of beginning.
This area is currently a portion of Area D and would be
redesignated by this proposal.
Area F. That airspace extending upward from 7,000 feet MSL to and
including 10,000 feet MSL beginning at a point where a line at lat.
40 deg.31'05'' N intercepts I-15 extending west on lat. 40 deg.31'05''
N, to long. 112 deg.00'33'' W, then south on long. 112 deg.00'33'' W,
to lat. 40 deg.27'30'' N, then east along lat. 40 deg.27'30'' N, to I-
15, then north to the point of beginning.
This area is currently a portion of Area D and would be
redesignated by this proposal. Additionally, the floor of this area
would be raised from 6,000 to 7,000 feet MSL to provide more airspace
for the VFR aircraft transiting the area of Point of the Mountain.
Area G. That airspace extending upward form 8,000 feet MSL to and
including 10,000 feet MSL beginning at the Bingham Copper Mine at lat.
40 deg.31'05'' N, long. 112 deg.09'03'' W, extending south to lat.
40 deg.27'30'' N,
[[Page 40023]]
long. 112 deg.09'03'' W, then east to lat. 40 deg.27'30'' N, long.
112 deg.00'33'' W, then north to lat. 40 deg.31'05'' N, extending west
to the point of beginning. This is a subdivision of the former Area D,
Salt Lake City Class B airspace area. The base altitude was raised from
7,000 feet MSL to 8,000 feet MSL.
This area is a portion of the current Area D and would be
redesignated by this proposal. Additionally, the floor of this area
would be raised from 7,000 to 8,000 feet MSL to provide more airspace
for the VFR aircraft transiting this mountainous area and to allow
space for flight instruction activity in this area.
Area H. That airspace extending upward from 9,000 feet MSL to and
including 10,000 feet MSL beginning at a point where a line at lat.
40 deg.27'30'' N, intercepts the I-15 freeway, extending south along I-
15 to lat. 40 deg.23'30'' N, extending west along lat. 40 deg.23'30'' N
to long. 111 deg.54'00'' W thence south along long. 111'54'00''W until
intercepting the 30-mile arc of the I-BNT ILS/DME, then clockwise along
the 30-mile arc until intercepting long. 112 deg.06'00'' W, until
intercepting lat. 40 deg.23'30'' N, extending west along lat.
40 deg.23'30'' N until long. 112 deg.09'06'' W, then north along long.
112 deg.09'06'' W until intercepting 40 deg.27'30'' N, extending east
to the point of beginning, excluding that airspace contained in
restricted areas R-6412A and R-6412B when active.
This area is currently area F and would be redesignated as Area H
under this proposal.
Area I. That airspace extending upward from 9,000 feet MSL to and
including 10,000 feet MSL beginning at a point where a line at long.
111 deg.45'03'' W intercepts Interstate 84 (I-84), extending south on
long. 111 deg.45'03'' W, until intercepting lat. 40 deg.31'05'' N,
extending west until intercepting I-15, then north along I-15 until
intercepting the Salt Lake City International Airport 4.3-mile arc,
extending north along the Salt Lake City International Airport 4.3-mile
arc until intercepting I-15, then north along I-15 until intercepting
U.S. Highway 89, extending north along U.S. Highway 89 until
intercepting the Ogden, Hill AFB, UT, Class D airspace area, then north
along the Ogden, Hill AFB, UT, Class D airspace area until intercepting
I-84, extending east along I-84 until the point of beginning, excluding
that block of airspace east of Salt Lake City International Airport
between lat. 40 deg.52'16'' N, and lat. 40 deg.42'00'' N. This area is
currently Area E and would be redesignated as Area I under this
proposal.
Area J. That airspace extending upward from 7,800 feet MSL to and
including 10,000 feet MSL beginning at a point where the 25-mile arc of
the I-BNT ILS/DME antenna intercepts the Ogden-Hinckley Airport, UT,
Class D airspace area counterclockwise along the Ogden-Hinckley
Airport, UT, Class D airspace area and the Ogden, Hill AFB, UT, Class D
airspace area until intercepting the 25-mile arc of the I-BNT ILS/DME
antenna to the point to beginning. This area currently is Area G and
would be redesignated as Area J under this proposal.
Area K. That airspace extending upward from 6,000 feet MSL to and
including 10,000 feet MSL beginning at a point on the 13-mile arc of
the I-BNT ILS/DME antenna at lat. 40 deg.46'30'' N., long.
111 deg.14'50'' W., extending east to the bend on I-80 at lat.
40 deg.46'30'' N., long. 112 deg.08'48'' W., then north along long.
112 deg.08'48'' W., until intercepting the 13-mile arc of the I-BNT
ILS/DME antenna, then counterclockwise along the 13-mile arc of the I-
BNT ILS/DME antenna to the point of beginning.
This area would provide more airspace for nonparticipating
aircraft, particularly for aircraft not equipped with the required
flotation equipment to fly over the Great Salt Lake. This would assist
the VFR pilot who normally flies the coastline of the Great Salt Lake
because the aircraft may not be equipped with flotation equipment to
fly over the Great Salt Lake.
Area L. That airspace extending upward from 7,000 feet MSL to and
including 10,000 feet MSL west of I-15 bounded on the south by Cudahy
Lane, on the west by Redwood Road until intercepting the Utah Power
Transmission lines, extending northeast along the power transmission
lines until intercepting the 13-mile arc of the I-BNT ILS/DME antenna
to the point of beginning.
This area would be expanded to maintain safety for north and
southbound VFR traffic.
Area M. That airspace extending upward from 9,000 MSL to and
including 10,000 feet MSL beginning at a point where the 25-mile arc of
the I-BNT ILS/DME intersects the I-15 freeway south of the Ogden
Municipal Airport extending north along the I-15 freeway to the 30-mile
arc of the I-BNT ILS/DME, thence counterclockwise along the 30-mile are
to long. 112 deg.10'00'' W, then south along long. 112 deg.10'00'' W to
the 25-mile arc of the I-BNT ILS/DME, then clockwise along the 25-mile
arc to the point of beginning.
This proposal would provide additional controlled airspace for new
instrument approach procedures to the new parallel instrument runway,
16 Right--34 Left at the Salt Lake City International Airport.
Regulatory Evaluation Summary
The FAA has determined that this rulemaking is not a ``significant
regulatory action'' as defined by Executive Order 12866, and therefore
no Regulatory Impact Analysis is required. Nevertheless, in accordance
with the Department of Transportation policies and procedures, the FAA
has evaluated the anticipated costs and benefits, which are summarized
below. For more detailed economic information, see the full regulatory
evaluation contained in the docket.
Benefit-Cost Analysis
This regulatory evaluation analyzes the potential costs and
benefits of proposed modifications to the Salt Lake City International
Airport, Utah, Class B airspace area. These proposed modifications
would raise the floor of the Class B airspace in areas A, C, and D and
reduce the lateral boundaries east of the airport in area E to enhance
safe and efficient VFR traffic operations. The new floor altitudes
would be raised by as much as 500 to 6,000 feet MSL in areas A, C, and
D without changing the original lateral boundaries. The original areas
of the Class B airspace would be subdivided and renamed as A, K, and L
(from A); C, D, and F (from C); E and G (from D); H (from F); and I
(from E). These modifications would provide additional airspace for VFR
traffic operations. Also, an area of controlled airspace (area M) would
be added to the north, and the lateral boundaries of area H would be
expanded to the south with floor and ceiling altitudes of 9,000 and
10,000 feet MSL respectively. These two proposed modifications are
designed to provide additional controlled airspace for new instrument
flight rules (IFR) procedures to the new parallel instrument runway
that is scheduled to open in the latter part of 1995. The Salt Lake
City Tower/Tracon (SLC ATCT) has determined that the above
modifications would not adversely impact their ability to monitor and
control IFR and VFR traffic in the Class B airspace.
The NPRM would enhance aviation safety and operational efficiency
by lowering the risk of midair collisions, while accommodating the
legitimate concerns of system users. The proposed modifications to the
Salt Lake City Class B airspace would provide VFR traffic with more
operating room, aid controllers vectoring IFR traffic to and from the
new parallel instrument runway, and improve the SLC ATCT's ability to
separate controlled and uncontrolled aircraft near the floor and
lateral boundaries of the airspace. The
[[Page 40024]]
FAA determined that implementing these proposed modifications would not
impose any additional costs on either the agency or aircraft operators.
Cost
The FAA has determined that the implementation of the NPRM would
not impose any additional cost on either the agency or aircraft
operators for the reasons discussed below.
In terms of the FAA, the NPRM would not impose any additional
administrative costs for personnel, facilities, or equipment. This
assessment is based on the fact that the proposed modification would
not increase the volume of air traffic using the SLC Class B airspace.
The simultaneous contraction and expansion of the Class B airspace
would not dramatically change the overall size of the airspace and
would not impose additional workloads on current personnel and
equipment resources. Required revisions to aeronautical charts would be
accomplished during normal charting cycles. Therefore, no additional
costs beyond routine operating expenses would be imposed.
Costs to Aircraft Operators
The proposed modifications should impose little if any, additional
cost such as required avionics equipment, installation, or
circumnavigation. Many affected GA aircraft operators are assumed to
already have the types of avionic equipment (such as an operable two-
way radio and VOR) required for entering a Class B airspace area. The
only aircraft without Mode C transponders would be aircraft not
originally certified with an engine-driven electrical system or not
subsequently certified with such a system installed. These potential
costs to aircraft operators without Mode C transponders have already
been accounted for by the Mode C rule.
Additionally, the proposed modifications should not adversely
impact aircraft operators who routinely operate under IFR, primarily
large air carriers, business jets, commuters and air taxis, nor should
the proposed modifications impose substantial cost to VFR users.
Benefits
The proposed modifications are expected to generate benefits
primarily in the form of safety enhancements to the aviation community
and the flying public. Such benefits include reduced aviation
fatalities and property damages as a result of a lowered risk of midair
collisions. The proposed changes would enable VFR aircraft to
circumnavigate the SLC Class B airspace area operations, thereby
enhancing operational efficiency.
Conclusion
In view of the negligible cost of compliance and the benefits of
enhanced aviation safety and increased operational efficiency, the FAA
has determined that the proposed modifications would be cost-
beneficial.
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (RFA) was enacted by
Congress to ensure that small entities are not unnecessarily and
disproportionately burdened by Federal regulations. The RFA requires a
Regulatory Flexibility Analysis if an NPRM 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. 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 the NPRM. The only potentially affected small
entities would be unscheduled air taxis owning nine or fewer aircraft
and flight training schools around the Oquirrh Mountains. The NPRM
would maintain aviation safety and operational efficiency for VFR
traffic while imposing negligible additional costs or requirements.
Therefore, the NPRM would not have a significant economic impact on a
substantial number of small entities.
International Trade Impact Assessment
The proposed rule would neither have an effect on the sale of
foreign aviation products or services in the United States, nor the
sale of United States products or services in foreign countries. The
proposed rule would impose negligible costs on aircraft operators or
aircraft manufacturers (United States or foreign).
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 proposed regulation
is not a ``significant regulatory action'' under Executive Order 12866.
In addition, the FAA certifies that this proposed regulation will 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 proposed regulation is not considered
significant under DOT Order 2100.5, Policies and Procedures for
Simplification, Analysis and Review of Regulations. A final regulatory
evaluation of the proposed regulation, including a final Regulatory
Flexibility Determination and International Trade Impact Analysis 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).
The Proposed Amendment
In consideration of the foregoing, the Federal Aviation
Administration proposes to amend 14 CFR part 71 as follows:
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 Federal
Aviation Administration Order 7400.9B, Airspace Designations and
Reporting Points, dated July 18, 1994, and effective
[[Page 40025]]
September 16, 1994, is amended as follows:
Paragraph 3000--Subpart B-Class B Airspace
* * * * *
ANM UT B Salt Lake City, UT [Revised]
Salt Lake City International Airport
(Lat. 40 deg.47'12'' N, long. 111 deg.58'08'' W)
Salt Lake City International Airport Runway 17 ILS (I-BNT) ILS/DME
Antenna
(Lat. 40 deg.46'10'' N, long. 111 deg.57'44'' W)
Boundaries
Area A. That airspace extending upward from the surface to and
including 10,000 feet MSL beginning at a point where the 13-mile arc of
the Salt Lake City International Airport Runway 17 ILS (I-BNT)
instrument landing system/distance measuring equipment (ILS/DME)
antenna intercepts Interstate 15 (I-15), extending south on I-15 until
intercepting a 4.3-mile arc from the Salt Lake City International
Airport, extending south along the 4.3-mile arc from the Salt Lake City
International Airport until intercepting I-15, extending south on I-15
until intercepting the 11-mile arc of the I-BNT ILS/DME antenna
clockwise until intercepting the Union Pacific railroad tracks,
extending southwest on the Union Pacific railroad tracks until
intercepting the 13-mile arc of the I-BNT ILS/DME antenna clockwise
until the point of beginning, excluding Areas C, D, K, and L described
hereinafter.
Area B. That airspace extending upward from 7,600 feet MSL to and
including 10,000 feet MSL between the 13-mile radius and the 25-mile
radius of the I-BNT ILS/DME antenna, excluding that airspace south of
the Union Pacific railroad tracks and that airspace east of where the
25-mile arc intercepts the Ogden-Hinckley Airport, UT, Class D airspace
area and the Ogden, Hill AFB, UT, Class D airspace area until
intercepting U.S. Highway 89, extending south on U.S. Highway 89 until
intercepting the 11-mile arc of the I-BNT ILS/DME antenna.
Area C. That airspace extending upward from 6,500 feet MSL to and
including 10,000 feet MSL beginning at a point where the 11-mile arc of
the I-BNT ILS/DME antenna intercepts the Union Pacific railroad tracks
extending southwest on the Union Pacific railroad tracks until
intercepting the 13-mile arc of the I-BNT ILS/DME antenna clockwise
until a point at lat. 40 deg.46'30'' N, long. 112 deg.14'50'' W,
extending east to a bend on Interstate 80 (I-80) at lat. 40 deg.46'30''
N, long. 112 deg.08'48'' W, then southeast to the drive-in theater
north of the city of Magna at lat. 40 deg.43'00'' N, long.
112 deg.04'48'' W, then southeast to the water tank at lat.
40 deg.40 deg.00'' N, long. 112 deg.03'33'' W, extending southeast to a
point at lat. 40 deg.39'20'' N, long. 112 deg.02'33'' W, extending
south along long. 112 deg.02'33'' W, until intercepting the 11-mile arc
of the I-BNT ILS/DME antenna then northwest on the 11-mile arc of the
I-BNT ILS/DME antenna clockwise to the point of beginning.
Area D. That airspace extending upward from 6,000 feet MSL to and
including 10,000 feet MSL beginning at a point at lat. 40 deg.39'20''
N, long. 112 deg.02'33'' W, extending east to a point at lat.
40 deg.39'20'' N, long. 111 deg.58'13'' W, extending south along long.
111 deg.58'13'' W, until intercepting the 11-mile arc of the I-BNT ILS/
DME antenna, then counterclockwise until intercepting I-15, extending
south on I-15 until intercepting a line at lat. 40 deg.31'05'' N,
extending west on lat. 40 deg.31'05'' N, until a point at lat.
40 deg.31'05'' N. long. 112 deg.00'33'' W, then north along long.
112 deg.00'33'' W, to intercept the 11-mile arc of the I-BNT ILS/DME
antenna at lat. 40 deg.35'22'' N, long. 112 deg.00'33'' W, then
clockwise on the 11-mile arc of I-BNT ILS/DME antenna to long.
112 deg.02'33'' N, then to the point of beginning.
Area E. That airspace extending upward from 7,000 feet MSL to and
including 10,000 feet MSL beginning at a point where the 11-mile arc of
the I-BNT ILS/DME antenna intercepts a line at long. 112 deg.09'03'' W,
bounded on the west by long. 112 deg.09'03'' W, on the south by a line
at lat. 40 deg.31'05'' N, to a point at lat. 40 deg.31'05'' N, long.
112 deg.00'33'' W, extending north to lat. 40 deg.35'22'' N, long.
112 deg.00'33'' W, then clockwise on the 11-mile arc of the I-BNT ILS/
DME antenna to the point of beginning.
Area F. That airspace extending upward from 7,000 feet MSL to and
including 10,000 feet MSL beginning at a point where a line at lat.
40 deg.31'05'' N, intercepts I-15 extending west on lat. 40 deg.31'05''
N, to long. 112 deg.00'33'' W, then south on long. 112 deg.00'33'' W,
to lat. 40 deg.27'30'' N, then east along lat. 40 deg.27'30'' N, to I-
15, then north to the point of beginning.
Area G. That airspace extending upward from 8,000 to MSL to and
including 10,000 feet MSL beginning at the Bingham Copper Mine at lat.
40 deg.31'05'' N, long. 112 deg.09'03'' W, extending south to lat.
40 deg.27'30'' N, long. 112 deg.09'03'' W, then east to lat.
40 deg.27'30'' N, long. 112 deg.00'33'' W, then north to lat.
40 deg.31'05'' N, extending west to the point of beginning.
Area H. That airspace extending upward from 9,000 feet MSL to and
including 10,000 feet MSL beginning at a point where a line at lat.
40 deg.27'30'' N intercepts the I-15 freeway, extending south along I-
15 to lat. 40 deg.23'30'' N, extending west along lat. 40 deg.23'30'' N
to long. 111 deg.54'00'' W thence south along long. 111 deg.54'00'' W,
until intercepting the 30-mile arc of the I-BNT ILS/DME, then clockwise
along the 30-mile arc until intercepting long. 112 deg.06'00'' W then
north along long. 112 deg.06'00'' W until intercepting lat.
40 deg.23'30'' N, extending west along lat. 40 deg.23'30'' N, until
along long. 112 deg.09'06'' W, then north along long. 112 deg.09'06'' W
until intercepting lat. 40 deg.27'30'' N extending east to the point of
beginning, excluding that airspace contained in Restricted Areas R-
6412A and R-6412B when active.
Area I. That airspace extending upward from 9,000 feet MSL to and
including 10,000 feet MSL beginning at a point where a line at long.
111 deg.45'03'' W, intercepts Interstate 84 (I-84), extending south on
long. 111 deg.45'03'' W, until intercepting lat. 40 deg.31'05'' N,
extending west until intercepting I-15, then north along I-15 until
intercepting the Salt Lake City International Airport 4.3-mile arc,
extending north along the Salt Lake City International Airport 4.3-mile
arc until intercepting I-15, then north along I-15 until intercepting
U.S. Highway 89, extending north along U.S. Highway 89 until
intercepting the Ogden, Hill AFB, UT, Class D airspace area, then north
along the Ogden, Hill AFB, UT, Class D airspace area until intercepting
I-84, extending east along I-84 until the point of beginning, excluding
that block of airspace east of Salt Lake City International Airport
between lat. 40 deg.52'16'' N, and lat. 40 deg.42'00'' N.
Area J. That airspace extending upward from 7,800 feet MSL to and
including 10,000 feet MSL beginning at a point where the 25-mile arc of
the I-BNT ILS/DME antenna intercepts the Ogden-Hinckley Airport, UT,
Class D airspace area counterclockwise along the Ogden-Hinckley
Airport, UT, Class D airspace area and the Ogden, Hill AFB, UT, Class D
airspace area until intercepting the 25-mile arc of the I-BNT ILS/DME
antenna to the point of beginning.
Area K. That airspace extending upward from 6,000 feet MSL to and
including 10,000 feet MSL beginning at a point on the 13-mile arc of
the I-BNT ILS/DME antenna at lat. 40 deg.46'30'' N, long.
111 deg.14'50'' W, extending east to the bend on I-80 at lat.
40 deg.46'30'' N, long. 112 deg.08'48'' W, then north along long.
112 deg.08'48'' W, until intercepting the 13-mile arc of the I-BNT ILS/
DME antenna, then counterclockwise along the 13-mile arc of the I-BNT
ILS/DME antenna to the point of beginning.
[[Page 40026]]
Area L. That airspace extending upward from 7,000 feet MSL to and
including 10,000 feet MSL west of I-15 bounded on the south by Cudahy
Lane, on the west by Redwood Road until intercepting the Utah Power
Transmission lines, extending northeast along the power transmission
lines until intercepting the 13-mile arc of the I-BNT ILS/DME antenna
to the point of beginning.
Area M. That airspace extending upward from 9,000 MSL to and
including 10,000 feet MSL beginning at a point where the 25-mile arc of
the I-BNT ILS/DME intersects the I-15 freeway south of the Ogden
Municipal Airport extending north along the I-15 freeway to the 30-mile
arc of the I-BNT ILS/DME, thence counterclockwise along the 30-mile arc
to long. 112 deg.10'00'' W, then south along long. 112 deg.10'00'' W to
the 25-mile arc of the I-BNT ILS/DME, then clockwise along the 25-mile
arc to the point of beginning.
Issued in Washington, DC, on July 31, 1995.
Nancy B. Kalinowski,
Acting Manager, Airspace-Rules and Aeronautical Information Division.
Appendix--Salt Lake City International Airport Class B Airspace
Areas
Note: This appendix will not appear in the Code of Federal
Regulations.
BILLING CODE 4910-13-M
[[Page 40027]]
[GRAPHIC][TIFF OMITTED]TP04AU95.004
[FR Doc. 95-19179 Filed 8-1-95; 11:12 am]
BILLING CODE 4910-13-C
