[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]]

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Part IV





Department of Transportation





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Federal Aviation Administration



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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: 
[email protected].
    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