[Federal Register Volume 61, Number 177 (Wednesday, September 11, 1996)]
[Rules and Regulations]
[Pages 47815-47820]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-23247]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 71
[Airspace Docket No. 94-AWA-2]
RIN 2120-AA66
Modification of the Dallas-Fort Worth Class B Airspace Area; TX
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This action modifies the Dallas-Forth Worth (DFW) Class B
airspace area. Specifically, this rule raises the upper limit of the
DFW Class
[[Page 47816]]
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
redefines several existing subareas. The FAA is taking this action to
improve the flow of aviation traffic and enhance safety in the DFW
Class B airspace area while accommodating the concerns of airspace
users.
EFFECTIVE DATE: 0901 UTC, October 10, 1996.
FOR FURTHER INFORMATION CONTACT:
Bil Nelson, Airspace and Rules Division, ATA-400, Office of Air Traffic
Airspace Management, Federal Aviation Administration, 800 Independence
Avenue, SW., Washington, DC 20591; telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Background
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'' and replaced it with the
designation ``Class B airspace area.'' This change in terminology is
reflected in this final rule.
The Class B airspace area 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 Class B airspace
areas. To date, the FAA has established a total of 29 Class B airspace
areas.
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 will be
subsequently published 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 nautical miles of any designated
Class B 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, and gliders.
On October 14, 1988, the FAA published the Class B Airspace
Classification and Class B Airspace Pilot and Navigation Equipment
Requirements Final Rule (53 FR 40318). This rule, in part, removed the
different classifications of Class B airspace areas, and 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.
Public Input
In June, 1992, an ad hoc committee representing a cross section of
the aviation community was formed 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, and submitted written comments on
modifying the DFW Class B airspace area.
As announced in the Federal Register on October 20, 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.
On May 10, 1996, the FAA published a notice of proposed rulemaking
(NPRM) (61 FR 21910) that proposed modifications to the DFW Class B
airspace area. In response to this notice the FAA received four written
comments. Recommendations and suggestions from the ad hoc committee,
and other comments received in response to the NPRM were considered
before making any determination on this final rule. These comments are
analyzed below.
Analysis of Comments
One commenter, representing the Texas Soaring Association, believes
that the description in the NPRM of Area F did not reflect the FAA's
proposal to amend the Class B airspace south of V16/94 to Class E
airspace.
The FAA agrees that the description in the NPRM erroneously
described Area F. The correct description of Area F will be reflected
in this final rule and on the attached graphic.
American Airlines. Air Line Pilots Association (ALPA) and the
Aircraft Owner's and Pilots Association support the modification of the
DFW Class B airspace area.
The Rule
This amendment to 14 CFR part 71 modifies the DFW Class B airspace
area. The modifications are depicted on the attached chart.
Specifically, this rule raises 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 redefines several
existing subareas. Raising the ceiling to 11,000 feet MSL accommodates
arriving traffic using standard instrument arrival routes and departing
traffic utilizing standard instrument departure routes into and out of
the DFW Metroplex area.
In addition, the FAA amends the airspace south of V16/94 from Class
B to Class E airspace. This modification allows GA and other users to
traverse along V-16/94 east or westbound while remaining outside the
DFW Class B airspace area. This rule realigns the boundaries of the DFW
Class B airspace
[[Page 47817]]
area to follow Interstate 30 (I-30) and State Highway 303 (SH-303)
south of DFW airport that lie north and south of Grand Prairie
Municipal Airport, and the Naval Air Station (NAS) Dallas airports.
This realignment will assist GA aircraft pilots in identifying the
boundaries of the DFW Class B airspace in this area. Additionally, this
action raises the floor of the DFW Class B airspace area to 2,000 feet
MSL in the vicinity of NAS Dallas, south of Lyndon Baines Johnson
Freeway to Forest Lane, and west of Addison Airport to Marsh Lane, and
3,000 feet MSL north of Redbird Airport. Modifying the floors in these
areas provides more operational airspace into and out of the Redbird,
Grand Prairie Municipal, and NAS Dallas airports.
Further, the FAA is lowering the floor of the DFW Class B airspace
area from 5,000 feet MSL to 4,000 feet MSL between 20 and 23 NM west,
and raising the floor of the Class B airspace area from 5,000 feet MSL
to 6,000 feet MSL between 26 and 30 NM west of DFW. Modifying this
Class B airspace will enhance safety and improve the flow of aviation
traffic within the DFW Class B area.
Regulatory Evaluation Summary
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 specifies 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 Final Rule: (1) will
generate benefits that justify its minimal costs and is not ``a
significant regulatory action'' as defined in the Executive Order; (2)
is not ``significant'' as defined in the Department of Transportation
Regulatory Policies and Procedures; (3) will not have a significant
impact on a substantial number of small entities; (4) will not
constitute a barrier to international trade; and (5) will not impose a
significant intergovernmental or private sector mandate. These
analyses, available in the docket, are summarized below.
Costs-Benefit Analysis
The FAA has determined that this rule will generate additional
benefits in the form of enhanced aviation safety and operational
efficiency. The modification of the DFW Class B airspace area will
enhance operational efficiency through the promotion of additional
operational procedures and aviation safety in the form of the reduced
risk of midair collisions in the modified Class B airspace area. This
rule is expected to impose little or no costs on the FAA for
administrative functions and aircraft operators for additional avionics
equipment and circumnavigation. Cost and benefits are discussed below.
Costs
Cost Impact on Aircraft Operators
The modification of the DFW Class B airspace area will not require
operators to purchase additional aircraft avionics equipment. Aircraft
operators that currently use the airspace area already have Mode C
transponders and two-way radio communications equipment; therefore,
there will be no additional cost incurred for aircraft avionics
equipment. Additionally, the density of air traffic in the DFW airspace
area makes it highly unlikely that VFR traffic will transit this
airspace without two-way radio equipment.
The final rule also will result in a small increase in cost for
pilots who wish to remain clear of the expanded DFW Class B airspace
area. As the result of this rule, the potentially impacted pilots are
expected to make a small deviation from their current flight paths to
avoid the expanded Class B airspace area. This assessment is based on
the belief that the impacted pilots will only have to climb an
additional 1,000 feet MSL. This deviation will require an additional 5
to 10 minutes of flight time. This modification does not change the 30
mile circumference of the DFW Class B airspace area.
Cost Impact on the FAA
The final rule will not impose any additional administrative costs
on the FAA for either personnel or equipment. Projected increases in
traffic volume will be absorbed by current personnel and equipment
resources through more efficient operational procedures (for example,
sequencing and separation of aircraft services). Revising aeronautical
charts to reflect the change in the Class B airspace area will not add
to the cost of the routine and periodic updating of the charts.
Benefits
Enhanced Aviation Safety
The FAA has determined the modification of the DFW Class B airspace
area is in the best interest of flight safety and will result in a
greater degree of protection for the greatest number of people during
flight in the terminal area. A reduction in probability of midair
collisions will stem from increased control in those areas where Class
B airspace will be modified. Based on the FAA's Terminal Area Forecast,
total aircraft operations at the DFW International Airport were about
870,000 in 1995 up from 550,000 in 1985 and are projected to increase
to about 1,000,000 by the year 2000. Also, passenger enplanements were
estimated to be 27 million in 1995 up from 18 million in 1985 and are
projected to increase to about 35 million by the year 2000. In lieu of
the projected increase for total operations and passenger enplanements,
the FAA has determined this final rule will enhance safety by lowering
the potential risk of midair collisions.
Enhanced Operational Efficiency
The FAA has determined the final rule will enhance aircraft
operational efficiency. The final rule will raise the airspace ceiling
to meet the increasing air traffic requirements flowing in and out of
DFW via standard instrument arrival and departure routes, or
alternative Air Traffic Control (ATC) instructions. This assessment of
the enhancement in operational efficiency is based on the FAA's
assumption that improvements in traffic flow will occur because air
traffic controllers will be better able to handle the increasing number
of operations at the DFW International Airport. Further, the FAA
contends that this enhancement will stem from an increase in airspace
area capacity. This modification will enable ATC to have the capability
of providing additional spacing and sequencing of aircraft. The final
rule's configuration increases the airspace area for high performance
aircraft, while allowing non-participating aircraft to access certain
airways above 11,000 feet MSL. Additionally, this modification of Class
B airspace identifies additional airspace for large turbojet aircraft
operations in the DFW airspace area.
International Trade Impact Assessment
The final rule will 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 modification will not impose any additional costs on
aircraft operators or aircraft manufacturers in the United States or
foreign countries. The modification of the Class B airspace area will
only affect U.S. terminal airspace operating procedures at and in
[[Page 47818]]
the vicinity of DFW. The modification will not have international trade
ramifications because it is a domestic airspace matter that will not
impose additional costs or requirements on affected entities.
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 a final rule will 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.
The small entities that potentially maybe affected by this final
rule are unscheduled air taxi operators for hire that own nine or fewer
aircraft operating in the vicinity of the DFW Class B airspace area.
Only unscheduled aircraft operators without the capability to operate
under IFR conditions will be potentially impacted by the final rule.
The FAA contends that the unscheduled air taxi operators that the final
rule may potentially affect are already equipped to operate under IFR
conditions. The FAA has concluded that the potentially impacted
operators regularly fly to airports where radar approach control
services have already been established such as the DFW Class B airspace
area; therefore, there will be no additional cost to these entities.
The FAA does not anticipate any adverse impacts to occur as a result of
the final rule. The FAA has concluded that the final rule will not
result in a significant economic impact on a substantial number of
small entities.
Unfunded Mandate 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 extent permitted by law, to prepare a written assessment of
effects of any Federal mandate in a proposed or final agency rule that
may result in the expenditure by State, local, and tribal governments,
in the aggregate, or by the private sector, of $100 million or more
(adjusted annually for inflation) in any one year. 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 for
potentially affected small governments, if any, and for a meaningful
and timely opportunity to provide input in the development of
regulatory proposals.
This rule does not contain any Federal intergovernmental or private
sector mandate. Therefore, the requirements of Title II of the Unfunded
Mandates Reform Act of 1995 do not apply.
Paperwork Reduction Act
This 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.).
Federalism Implications
This rule will 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 rule does not have
sufficient federalism implications to warrant the preparation of a
Federalism Assessment.
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 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 regulation is not considered significant under
DOT Order 2100.5, Policies and Procedures for Simplification, Analysis
and Review of Regulations. A final regulatory evaluation, including a
final 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).
The 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 I-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 I-30, extending west on I-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 I-30,
thence eastbound on I-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 SH-303, thence west on SH-303 until the DFW
VORTAC 10-mile DME arc, and extending clockwise on the DFW VORTAC
[[Page 47819]]
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 I-635, thence
westbound on I-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 I-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 I-635, and
extending northwest along I-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 SH-303, thence eastbound on SH-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 I-635, extending northwest along
I-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 I-820, thence west and
north on I-820 until the DFW VORTAC 23-mile arc, extending clockwise
on the DFW VORTAC 23-mile arc until SH-156, thence northeast on SH-
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.
30-mile DME fix, extending clockwise on the DFW VORTAC 30-mile DME
arc until the DFW VORTAC 149 deg. radial 30-mile DME fix, thence
west to the DFW VORTAC 210 deg. radial 30-mile DME fix, extending
clockwise on the DFW VORTAC 30-mile DME arc until the DFW VORTAC
217 deg. radial 30-mile DME fix, thence northeast on the DFW VORTAC
217 deg. radial to the 28.3-mile DME fix and then east on a line to
the point of the beginning, and that airspace extending upward from
4,000 feet MSL to and including 10,000 feet MSL beginning at the DFW
VORTAC 315 deg. radial 30-mile DME fix, extending clockwise on the
DFW VORTAC 30-mile arc until the DFW 336 deg. radial 30-mile DME
fix, thence east until the DFW VORTAC 020 deg. radial 30-mile DME
fix, extending clockwise on the DFW VORTAC 30-mile arc until the DFW
VORTAC 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 SH-377, thence southwest on SH-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 I-820, thence west and north on I-820 until the DFW VORTAC
23-mile arc, thence clockwise on the DFW VORTAC 23-mile arc until
SH-156, extending northeast on SH-156 to the DFW VORTAC 329 deg.
radial, thence northeast on the DFW VORTAC 329 deg. radial, 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 SH-
377, thence southwest on SH-377 until the DFW VORTAC 30-mile arc,
and extending clockwise on the DFW VORTAC 30-mile arc until the
point of the beginning.
* * * * *
Issued in Washington, DC, on September 3, 1996.
Jeff Griffith,
Program Director for Air Traffic Airspace Management, ATA-1.
Note: This appendix will not appear in the Code of Federal
Regulations. Appendix--Dallas-Fort Worth International Airport Class
B Airspace Area.
BILLING CODE 4910-13-P
[[Page 47820]]
[GRAPHIC] [TIFF OMITTED] TR11SE96.001
BILLING CODE 4910-13-C
[FR Doc. 96-23247 Filed 9-10-96; 8:45 am]
BILLING CODE 4910-13-P
