[Federal Register Volume 63, Number 150 (Wednesday, August 5, 1998)]
[Proposed Rules]
[Pages 41743-41748]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-20933]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Airspace Docket No. 95-AWA-12]
RIN 2120-AA66
Proposed Modification of the Salt Lake City Class B Airspace
Area; Utah
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This action proposes to modify the Salt Lake City, UT, Class B
airspace area. Specifically, this action proposes to reconfigure three
existing subarea boundaries. The FAA is proposing this action to
enhance safety and improve the flow of air traffic into, out of,
through, and around the Salt Lake City Class B airspace area, while
accommodating the concerns of airspace users.
DATES: Comments must be received on or before October 5, 1998.
ADDRESSES: Send comments on the proposal in triplicate to the Federal
Aviation Administration, Office of the Chief Counsel, Attention: Rules
Docket, AGC-200, Airspace Docket No. 95-AWA-12, 800 Independence
Avenue, SW., Washington DC 20591. Comments may also be sent
electronically to the following Internet address: 9-NPRM-
[email protected] 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: Ken McElroy, Airspace and Rules
Division,
[[Page 41744]]
ATA-400, Office of Air Traffic Airspace Management, Federal Aviation
Administration, 800 Independence Avenue, SW., Washington, DC 20591;
Telephone: (202) 267-8783.
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 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. 95-
AWA-12.'' 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
An electronic copy of this document may be downloaded from the FAA
regulations section of the Fedworld electronic bulletin board service
(telephone: 703-321-3339) or the Federal Register's electronic bulletin
board service (telephone: 202-512-1661), using a modem and suitable
communications software.
Internet users may reach the Federal Register's web page at http://
www.access.gpo.gov/su__docs for access to recently published rulemaking
documents.
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) 267-8783. 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, which describes the application procedure.
Related Rulemaking
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
Airspace areas (now known as Class B airspace areas).
The Terminal Control Airspace area (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 increases 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 these airspace areas afford
the greatest protection for the greatest number of people by giving air
traffic control increased capability to provide aircraft separation
service, thereby minimizing the mix of controlled and uncontrolled
aircraft.
The standard configuration of these airspace areas contains three
concentric circles centered on the primary airport extending to 10, 20,
and 30 nautical miles (NM), respectively. The standard vertical limit
of these airspace areas 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 7400.9E dated September 10, 1997, and effective
September 16, 1997, 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.
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 (now
known as Class B airspace area) 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 (or
those that have not subsequently been certified with such a system),
balloons, or gliders.
On October 14, 1988, the FAA published the Terminal Control Area
Classification and Terminal Control Area Pilot and Navigation Equipment
Requirements Final Rule (53 FR 40318). This rule, in part, requires the
pilot-in-command of a civil aircraft operating within a Class B
airspace area 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 65638). This rule discontinued the
use of the term ``Terminal Control Area'' and replaced it with the
designation ``Class B airspace area.'' This change in terminology is
reflected in the remainder of this NPRM.
The Proposal
This action proposes to modify the Salt Lake City Class B airspace
area. The FAA periodically reviews existing airspace areas to determine
whether there is an operational need to modify the area. These proposed
modifications reflect input from system users regarding operational
needs, limitations, and local geographical anomalies. The proposed
changes would reduce the lateral boundaries of Areas A and H, and
redesign Area M of the Salt Lake City Class B airspace as follows:
Area A. The current boundary of Area A is not easily identifiable
by geographical landmarks and also serves as a barrier to GA aircraft
transiting north-south along Interstate 15 (I-15), requiring pilots to
obtain a clearance to enter Class B airspace. Further, the portion of
Area A east of I-15 provides no operational advantage to ATC. This
action proposes to redefine the boundary of Area A using easily
[[Page 41745]]
identifiable geographical landmarks that would allow those aircraft
that do not desire to enter the Class B airspace area a means of
transition along the east side of I-15.
Area H. The proposed design of this area, i.e., moving the existing
boundary approximately two miles to the east, would provide additional
maneuvering area for VFR aircraft wishing to remain clear of the Class
B airspace area. Further, the portion of Area H southwest of the Salt
Lake City airport provides no operational advantage to ATC.
Area M. The proposed modification to Area M is both a reduction to
the east and an expansion to the north of the current Class B airspace
area. Currently, IFR aircraft arriving from the north are held at
10,000 feet MSL until crossing the Class B boundary into Area M, at
which time these aircraft must rapidly descend in order to arrive at
the FANDS Intersection at 9,000 feet MSL, the normal altitude for
transition to the ILS/DME Runway 16R approach. This action proposes an
expansion of approximately two miles on the north side of the current
Class B airspace area that would allow aircraft to make a more gradual
descent to the FANDS Intersection.
The overall effect of these proposed changes is a net reduction in
Salt Lake City Class B airspace area which would enhance the safe,
efficient movement of both VFR and IFR aircraft into, out of, through,
and around the Salt Lake Valley 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
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 this proposed rule: (1)
would generate benefits that justify its costs and is not ``a
significant regulatory action'' as defined in the Executive Order; (2)
is not significant as defined in Department of Transportation's
Regulatory Policies and Procedures; (3) would not have a significant
impact on a substantial number of small entities; (4) would not
constitute a barrier to international trade; and (5) would not impose a
significant intergovernmental or private sector mandate. Therefore, the
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do
not apply. These analyses are summarized here in the preamble.
This regulatory evaluation analyzes the potential costs and
benefits of the NPRM to amend part 71. This proposed action would
modify the Salt Lake City Class B airspace area by reducing portions of
Areas A and H, and by expanding part of Area M. These changes would
provide GA aircraft enhanced accessibility to transition outside the
Class B airspace area, and it would redefine the lateral boundaries
along identifiable ground features.
The FAA has determined that the proposed modification of the Salt
Lake City Class B airspace area would not result in any additional cost
to either aircraft operators or the agency. This proposed action was
prompted by a change in aircraft operations into and out of Salt Lake
City International Airport, and it would enhance the Salt Lake City
Airport Traffic Control Tower/Terminal Radar Approach Control
capability to monitor and control IFR and VFR traffic in the Class B
airspace.
This proposed action would provide benefits for systems users and
the FAA by enhancing operational efficiency in the form of improving
air traffic flow, and would not result in any reduction to aviation
safety in the terminal area. The benefits of the proposed rule would
stem from the creation of additional operating room for VFR traffic
outside of the modified Salt Lake City Class B airspace area. The
airspace modification proposed by this action would enhance aviation
safety in the Salt Lake City Class B airspace area.
The FAA has determined that the implementation of the proposed rule
would not impose any additional costs on either the agency or aircraft
operators. This proposed rule would not impose any additional
administrative costs for personnel, facilities, or equipment on the
FAA. Another potential cost of this proposal is the cost associated
with the revision of aeronautical charts to reflect the modified
boundaries of the Salt Lake City Class B airspace area. The FAA has
determined that these proposed modifications would be incorporated
during routine charting cycles. The costs associated with printing
aeronautical charts are a normal operating expense. Since the FAA
requires the public to use only current charts, pilots would not incur
any additional costs for obtaining revised Class B airspace charts.
The FAA has determined that aircraft operators would not incur any
additional navigational or equipment costs, as a result of the
reduction in Area A and Area H lateral boundaries, and expansion of
Area M. The proposed modification of the controlled airspace would
reduce the two lateral boundaries in subareas A and H. The reduction of
the subareas would not impose any additional avionics equipment or
circumnavigation costs. The expansion of Area M in the north would be
insignificant in distance (2 to 6 NM); therefore, the alteration would
not impose additional circumnavigation costs on operators. Overall, the
Class B airspace area would be reduced in size.
The proposed rule would not impose any additional administrative
costs on the FAA for personnel, facilities, or equipment. The proposed
alteration of Areas A, H, and M would reduce the overall size of the
Class B airspace area. This proposed action would decrease workload
demands on current FAA personnel and equipment, and enhance aviation
safety. The FAA maintains that changes proposed in this NPRM would
allow ATC to concentrate current resources onto those subareas with
greater activity and enhance safety and efficiency.
In view of the zero cost of compliance, combined with benefits of
enhanced operational efficiency, the FAA has determined that this
proposed rule would be cost-beneficial.
Initial Regulatory Flexibility Determination
Regulatory Flexibility Act of 1980 (RFA) was enacted by Congress to
ensure that small entities (small business and small not-for-profit
government jurisdictions) are not unnecessarily and disproportionately
burdened by Federal regulations. The RFA, which was amended May 1996,
requires regulatory agencies to review rules that may have ``a
significant economic impact on a substantial number of small
entities.'' The Small Business Administration suggests that ``small''
represent the impacted entities with 1,500 or fewer employees.
Since this NPRM would only potentially affect those GA aircraft
operators who fly under visual flight rules in accordance with 14 CFR,
part 91 as individuals, rather than as small entities, no small
entities would be impacted. For this reason, the FAA has determined
that this NPRM 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.
[[Page 41746]]
International Trade Impact Assessment
The NPRM would neither constitute a barrier to international trade,
for the export of American goods and services to foreign countries nor
for the import of foreign goods and services into the United States.
The NPRM would not impose costs on aircraft operators or aircraft
manufacturers in the U.S. or foreign countries. The proposed
modifications to the Salt Lake City Class B airspace would only affect
GA aircraft utilizing U.S. VFR procedures.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (the Act),
enacted as Pub. L. 104-4 on March 22, 1995, requires each Federal
agency, to the extent permitted by law, to prepare a written assessment
of the effects of any Federal mandate in a proposed or final agency
rule that may result in the expenditure of $100 million or more
adjusted annually for inflation in any one year by State, local, and
tribal governments, in the aggregate, or by the private sector. Section
204(a) of the Act, 2 U.S.C. 1534(a), requires the Federal agency to
develop an effective process to permit timely input by elected officers
(or their designees) of State, local and tribal governments on a
proposed ``significant intergovernmental mandate.'' A ``significant
intergovernmental mandate'' under the Act is any provision in a Federal
agency regulation that would impose an enforceable duty upon State,
local, and tribal governments, in the aggregate, (of $100 million
adjusted annually for inflation) in any one year. Section 203 of the
Act, 2 U.S.C. 1533, which supplements section 204(a), provides that
before establishing any regulatory requirements that might
significantly or uniquely affect small governments, the agency shall
have developed a plan that among other things, provides for notice to
potentially affected small governments, if any, and for a meaningful
and timely opportunity to provide input in the development of
regulatory proposals.
Since this proposed rule would not impose any costs on either
private or public entities, it does not contain neither a Federal
intergovernmental nor private sector mandate. Therefore, the
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do
not apply.
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.).
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--DESIGNATION OF CLASS A, CLASS B, CLASS C, CLASS D, AND
CLASS E AIRSPACE AREAS; AIRWAYS; ROUTES; AND REPORTING POINTS
1. The authority citation for 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.
Sec. 71.1 [Amended]
2. The incorporation by reference in 14 CFR 71.1 of the Federal
Aviation Administration Order 7400.9E, Airspace Designations and
Reporting Points, dated September 10, 1997, and effective September 16,
1997, is amended as follows:
Paragraph 3000--Subpart B--Class B Airspace
* * * * *
ANM UT B Salt Lake City, UT [REVISED]
Salt Lake City International Airport (Primary Airport)
(lat. 40 deg.47'18''N, long. 111 deg.58'40''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 the 11-mile arc of 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.40'00''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.02'33''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''W, 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 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, 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
[[Page 41747]]
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.55'00''W thence south along 111 deg.55'00''W until
intercepting the 30-mile Mode C veil of the Salt Lake City
International Airport, 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.09'03''W,
then north along long. 112 deg.09'03''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.
112 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.
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 feet MSL to
and including 10,000 feet MSL beginning at a point where the 25-mile
arc of the I-BNT ILS/DME intersects Runway 34 at the Ogden Municipal
Airport extending north along Runway 34 extended centerline until it
intersects the I-15 freeway north of the Ogden Municipal Airport
extending north along the I-15 freeway to the 30-mile Mode C veil of
the Salt Lake City International Airport, thence counterclockwise
along the 30-mile Mode C veil 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 29, 1998.
Reginald C. Matthews,
Acting Program Director for Air Traffic Airspace Management.
Note: This Appendix will not appear in the Code of Federal
Regulations.
Appendix--Salt Lake City, UT, Class B Airspace Area.
[[Page 41748]]
[GRAPHIC] [TIFF OMITTED] TP05AU98.000
[FR Doc. 98-20933 Filed 8-4-98; 8:45 am]
BILLING CODE 4910-13-C
