[Federal Register Volume 60, Number 180 (Monday, September 18, 1995)]
[Rules and Regulations]
[Pages 48350-48354]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-23102]
[[Page 48349]]
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Part VI
Department of Transportation
_______________________________________________________________________
Federal Aviation Administration
_______________________________________________________________________
14 CFR Part 71
Alteration of the Salt Lake City Class B Airspace; Final Rule
Federal Register / Vol. 60, No. 180 / Friday, September 18, 1995 /
Rules and Regulations
[[Page 48350]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Airspace Docket No. 93-AWA-11]
RIN 2120-AF56
Alteration of the Salt Lake City Class B Airspace Area, Salt Lake
City, Utah
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This rule alters the Salt Lake City Class B airspace area,
Salt Lake City, Utah. This rule will maintain the ceiling of the Salt
Lake City Class B airspace area at 10,000 feet mean sea level (MSL);
subdivide and redefine existing subareas by altering its floors and
boundaries except for Area B; and create additional Areas E, F, G, H,
I, J, K, L, and M. This rule will improve the flow of aviation traffic
and enhance safety in the Salt Lake City area, while accommodating the
concerns of the airspace users.
EFFECTIVE DATE: 0701 UTC, November 9, 1995.
FOR FURTHER INFORMATION CONTACT:
Norman W. Thomas, Airspace and Obstruction Evaluation Branch (ATP-240),
Airspace-Rules and Aeronautical Information Division, Air Traffic Rules
and Procedures, Federal Aviation Administration, 800 Independence
Avenue, SW., Washington, DC 20591; Telephone: (202) 267-9230.
SUPPLEMENTARY INFORMATION:
Background
Airspace reclassification, 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 rule. On May 21, 1970, the FAA
published Amendment No. 91-78 to part 91 of Title 14 Code of Federal
Aviation Regulations (CFR) that provided for the establishment of Class
B airspace areas (35 FR 7782). The Class B airspace area 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 visual flight rules (VFR) and controlled aircraft
operating under instrument flight rules (IFR). Class B airspace areas
provides 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
providing 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.
On June 21, 1988, the FAA published a final rule which required
aircraft to have Mode C equipment when operating within 30 nautical
miles of any designated Class B airspace area primary airport from the
surface up to 10,000 feet MSL, excluding those aircraft not
certificated with an engine-driven electrical system, balloons, or
gliders (53 FR 23356).
Discussions of Comments
The proposed changes to the SLC Class B airspace area were
published in a Notice of Proposed Rulemaking (NPRM) on August 4, 1995
(60 FR 40020). The FAA did not receive any written comments regarding
the proposed alteration of the SLC Class B airspace area. However, the
FAA placed two documents in the docket to memorialize communication
between the FAA and one user group that occurred during the comment
period.
The FAA has determined that alterations to the SLC Class B airspace
area, as contained herein, will promote the safe and efficient use of
the airspace and will meet users' concerns.
The Rule
This amendment to 14 CFR part 71 modifies Class B airspace area
around Salt Lake City International Airport. The Class B airspace area
utilizes the Runway 17 ILS/DME antenna, latitude and longitude points,
and landmarks. The upper limits of the Salt Lake City Class B airspace
area remain at 10,000 feet mean sea level (MSL); however, the subareas
within the area are modified. Area A is reduced to the west and
northeast of the Salt Lake City International Airport. Modifying Area A
enhances the utilization of the airspace for northeast-bound and west-
bound VFR traffic transiting over the Skypark Airport. Area C is
revised to provide more transition routes for VFR operations,
particularly for aircraft not equipped with the required flotation
equipment to fly over the Greater Salt Lake. Additionally, this area
will relieve the potential for traffic congestion around the Tooele
Valley Airport. Areas D and E are subdivided and retain the original
floor altitudes of 6,000 and 7,000 feet MSL respectively. The floor of
Area F is 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. The
floor of Area G is raised from 7,000 to 8,000 feet MSL. Area H is
altered to provide controlled airspace for the new instrument approach
procedures to the new parallel instrument runway 16R/34L at the Salt
Lake City International Airport. A new area, Area M, is established
north of the Salt Lake City International airport to include the
airspace from 9,000 to 10,000 feet MSL to provide controlled airspace
for the new instrument approach procedures to the new parallel
instrument runway 16R/34L at the Salt Lake City International Airport.
All alterations of the Salt Lake City Class B airspace area are
depicted on the chart found in the attached appendix.
Class B airspace designations 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 part 71.1. The Class
B airspace area listed in this airspace alteration will be published
subsequently in the Order. The coordinates for this airspace docket are
based on North American Datum 83.
Regulatory Evaluation
This section summarized the regulatory evaluation prepared by the
FAA on the amendment to 14 CFR part 71 to alter the SLC Class B
airspace. This summary and the full regulatory evaluation quantify, to
the extent practicable, estimated costs to the private sector,
consumers, and Federal, State, and local governments as well as
anticipated benefits.
The FAA has determined that this rulemaking is not ``a significant
rulemaking action,'' as defined by Executive Order (EO) 12866,
Regulatory Planning and Review, 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 associated with this final rule and are
summarized below. A detailed discussion of costs and benefits is
contained in the full evaluation in the docket for this final rule.
[[Page 48351]]
Benefit-Cost Analysis
This regulatory evaluation analyzes the potential costs and
benefits of the modifications to the Salt Lake City International
Airport, Utah, Class B airspace area. These modifications will 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 will 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 will 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 will provide additional airspace for VFR traffic
operations. Also, an area of controlled airspace (Area M) will be added
to the north, and the lateral boundaries of Area H will be expanded to
the south with floor and ceiling altitudes of 9,000 and 10,000 feet MSL
respectively. These two modifications are designed to provide
additional controlled airspace for new 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 will not adversely impact their ability to
monitor and control IFR and VFR traffic in the Class B airspace.
The rule will enhance aviation safety and operational efficiency by
lowering the risk of midair collisions, while accommodating the
legitimate concerns of system users. The modifications to the Salt Lake
City Class B airspace will 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.
Cost
The FAA has determined that the implementation of the rule will not
impose any additional cost of either the agency or aircraft operators
for the reasons discussed below.
In terms of the FAA, the rule will not impose any additional
administrative costs for personnel, facilities, or equipment. This
assessment is based on the fact that the modification will not increase
the volume of air traffic using the Salt Lake City Class B airspace.
The simultaneous contraction and expansion of the Class B airspace will
not dramatically change the overall size of the airspace and will not
impose additional workloads on current personnel and equipment
resources. Required revisions to aeronautical charts will be
accomplished during normal charting cycles. Therefore, no additional
costs beyond routine operating expenses will be imposed.
Costs to Aircraft Operators
The modifications should impose little, if any, additional cost for
items 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 very high frequency omni-directional range receiver)
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.
Similarly, the 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 as most are
assumed to have the required avionics equipment.
Benefits
The 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 changes to the airspace will enable VFR aircraft to circumnavigate
the Salt Lake City Class B airspace area operations, thereby enhancing
operational efficiency.
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 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. 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 will be unscheduled air taxis owning nine or fewer aircraft
and flight training schools around the Oquirrh Mountains and none meet
the applicable definition. The rule will maintain aviation safety and
operational efficiency for VFR traffic while imposing negligible
additional costs or requirements. Therefore, the regulation will not
have a significant economic impact on a substantial number of small
entities.
International Trade Impact Assessment
The rule will 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
regulation will impose negligible costs on aircraft operators or
aircraft manufacturers (United States or foreign).
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.
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.).
International Civil Aviation Organization (ICAO) and Joint Aviation
Regulations (JAR)
The FAA has determined that this regulation will not conflict with
any international agreements of the United States.
Conclusion
For reasons discussed in the preamble, and based on the findings in
the Regulatory Flexibility Determination and the International Trade
Impact Assessment, the FAA has determined that this regulation is not a
``significant regulatory action'' under Executive Order 12866. In
addition, the FAA certifies that this regulation 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.
[[Page 48352]]
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 of the regulation, including
a final Regulatory Flexibility Determination and International Trade
Impact Analysis has been placed in the docket.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference, Navigation (air).
Adoption of the Amendment
In consideration of the foregoing, the Federal Aviation
Administration amends 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., p389; 14 CFR 11.69.
Sec. 71.1 [Amended]
2. The incorporation by reference in 14 CFR part 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
* * * * *
ANM UT B Salt Lake City, UT [Revised]
Salt Lake City International Airport (Primary 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).
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 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.40'00''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 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 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.
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
[[Page 48353]]
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.
* * * * *
Lane Speck,
Program Director for Air Traffic Rules and Procedures.
Appendix--Salt Lake City International Airport Class B Airspace Areas
Note: This appendix will not appear in the Code of Federal
Regulations.
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