[Federal Register Volume 61, Number 92 (Friday, May 10, 1996)]
[Proposed Rules]
[Pages 21910-21915]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-11726]



      

[[Page 21909]]


_______________________________________________________________________

Part VII





Department of Transportation





_______________________________________________________________________



Federal Aviation Administration



_______________________________________________________________________



14 CFR Part 71



Proposed Modification of the Dallas/Fort Worth Class B Airspace Area, 
TX; Proposed Rule

  Federal Register  / Vol. 61, No. 92 / Friday, May 10, 1996 / Proposed 
Rules  

[[Page 21910]]



DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 94-AWA-2]


Proposed Modification of the Dallas/Fort Worth Class B Airspace 
Area; TX

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

-----------------------------------------------------------------------

SUMMARY: This notice proposes to modify the Dallas/Forth Worth (DFW) 
Class B airspace area. Specifically, this proposal would raise the 
upper limit of the DFW Class 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 would redefine several existing subareas. The 
FAA is proposing this rule to improve the flow of aviation traffic and 
enhance safety in the DFW Class B airspace area while accommodating the 
concerns of airspace users.

DATES: Comments must be received on or before June 24, 1996.

ADDRESSES: Send comments on the proposal in triplicate to the Federal 
Aviation Administration, Office of Chief Counsel, Attention: Rules 
Docket, AGC-200, Airspace Docket No. 94-AWA-2, 800 Independence Avenue, 
SW, Washington, DC 20591. The official docket may be examined in the 
Rules Docket, Office of the Chief Counsel, Room 916, 800 Independence 
Avenue, SW., Washington, DC, weekdays except Federal holidays, between 
8:30 a.m. and 5:00 p.m. An informal docket may also be examined during 
normal business hours at the Office of the Regional Air Traffic 
Division.

FOR FURTHER INFORMATION CONTACT:
William C. Nelson, Airspace and Rules Division, ATA-400, Office of 
Airspace Management, Federal Aviation Administration, 800 Independence 
Avenue, SW., Washington, DC 20591; telephone: (202) 267-3075.

SUPPLEMENTARY INFORMATION:

Comment Invited

    Interested parties are invited to participate in this proposed 
rulemaking by submitting such written data, views, or arguments as they 
may desire. Comments that provide the factual basis supporting the 
views and suggestions presented are particularly helpful in developing 
reasoned regulatory decisions on the proposal. Comments are 
specifically invited on the overall regulatory, aeronautical, economic, 
environmental, and energy-related aspects of the proposal. 
Communications should identify the airspace docket number and should be 
submitted in triplicate to the address listed above. Commenters wishing 
the FAA to acknowledge receipt of their comments on this notice must 
submit with those comments a self-addressed, stamped postcard on which 
the following statement is made: ``Comments to Airspace Docket No. 94-
AWA-2''. 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 person may obtain a copy of this NPRM by submitting a request 
to the Federal Aviation Administration, Office of Air Traffic Airspace 
Management, 800 Independence Avenue, SW., Washington, DC 20591, or by 
calling (202) 267-3075. Communications must identify the notice number 
of this NPRM. Persons interested in being placed on a mailing list for 
future NPRM's should call the FAA's Office of Rulemaking, (202) 267-
9677 for a copy of Advisory Circular No. 11-2A, Notice of Proposed 
Rulemaking Distribution System, that describes the application 
procedure.

Background

    The Class B airspace area (formerly TCA) program was developed to 
reduce the potential for midair collision in the congested airspace 
surrounding airports with high density air traffic by providing an area 
wherein all aircraft are subject to certain operating rules and 
equipment requirements.
    The density of traffic and the type of operations being conducted 
in the airspace surrounding major terminals 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 Terminal Control 
Areas (TCA). To date, the FAA has established a total of 29 Class B 
airspace areas. The FAA is proposing to take action to modify or 
implement the application of these proven control areas to provide 
greater protection for air traffic in the airspace areas most commonly 
used by passenger-carrying aircraft.
    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 would 
be published subsequently 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 NM of any designated TCA 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, or gliders.
    On October 14, 1988, the FAA published the TCA Classification and

[[Page 21911]]

TCA Pilot and Navigation Equipment Requirements Final Rule (53 FR 
40318). This rule, in part, removed the different classifications of 
TCA's, and requires 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.
    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'' (TCA) and replaced it with 
the designation ``Class B airspace area.'' This change in terminology 
is reflected in this NPRM.

Pre-NPRM Public Input

    In June 1992 an ad hoc committee was formed to represent all major 
users 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. The ad hoc committee submitted written comments 
on modifying the DFW Class B airspace area.
    As announced in the Federal Register on October 30, 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. All 
comments received during the informal airspace meetings and the 
subsequent comment periods were considered and incorporated, in part, 
in this proposed modification. Verbal and written comments received, 
and the FAA's findings, are summarized below.

Analysis of Comments

    Some commenters recommended that portions of the Class B airspace 
area be reconfigured into VFR corridors.
    The FAA did not adopt this recommendation. After thorough review, 
it was determined that this recommended reconfiguration was not 
feasible. However, to accommodate the recommendation the FAA proposes 
to amend the airspace south of victor(V) airways, V16/94 from Class B 
to Class E airspace, reducing the lateral limits of the Class B 
airspace south of DFW Airport.
    Certain commenters recommended that the Class B airspace area be 
decreased in size in the vicinity of Grand Prairie Airport and that 
prominent visual landmarks be used to assist pilots in identifying the 
airspace boundaries.
    The FAA supports this recommended modification and proposes to 
modify the DFW Class B airspace area in the vicinity of Grand Prairie 
Municipal Airport by moving the 7 NM boundary north to follow 
Interstate 30 (I-30) and the 10 NM arc north to follow State Highway 
303 (SH-303).
    Some commenters recommended that the DFW Class B airspace area be 
modified near the Addison Airport (ADS) to increase traffic pattern 
airspace for ingress/egress to/from the ADS.
    The FAA supports this recommendation and proposes to modify the DFW 
Class B airspace area in the vicinity of the ADS by raising the floor 
of the DFW Class B airspace from the surface to 2,000 feet MSL south of 
Lyndon Baines Johnson (LBJ) Freeway to Forest Lane, and west of ADS to 
Marsh Lane.
    Recommendations were made to modify the DFW Class B airspace area 
in the vicinity of Naval Air Station Dallas (NAS Dallas) to allow for 
uniform transition for those aircraft operating in the airspace south 
of DFW Airport, and in the vicinity north of the Redbird Airport from 
2,500 feet MSL to 3,500 feet MSL.
    The FAA supports these recommendations, in part, and proposes to 
raise the floor of the DFW Class B airspace area from the surface to 
2,000 feet MSL in the vicinity of NAS Dallas, and to raise the floor of 
the DFW Class B airspace area north of the Redbird Airport from 2,500 
feet MSL to 3,000 feet MSL.
    The Airline Transport Association of America (ATA) proposed raising 
the ceiling of the DFW Class B airspace area from 10,000 feet MSL to 
11,000 feet MSL.
    The FAA agrees with this recommendation and proposes to raise the 
ceiling of the DFW Class B airspace area, excluding that airspace 
overlying the V66/278 and V16/94 airways north and south of the DFW 
Airport to provide airspace for high performance aircraft while 
allowing non-participating aircraft to access certain airways above 
10,000 feet MSL.
    Two areas of concern surfaced relative to the airspace located 
between 20 and 30 NM west of DFW Airport. First, ATC, for air traffic 
separation purposes, sometimes assigns altitudes below the floor of 
this portion of the DFW Class B airspace area. Second, some commenters 
complained that the current floor of 5,000 feet MSL hinders VFR non-
participating aircraft desiring to transit the airspace beyond 25 NM. 
The FAA proposes to lower the floor of the airspace from 5,000 feet MSL 
to 4,000 feet MSL between 20 and 23 MN west, and to raise the floor of 
the airspace from 5,000 feet MSL to 6,000 feet MSL between 26 and 30 MN 
west. This would alleviate both concerns while enhancing aviation 
safety and airspace utilization.
    One written comment received after the December 1993 airspace 
meetings questioned the need for the proposed expansion of the DFW 
Class B airspace area northwest of the Alliance Airport.
    The FAA proposes to decrease the overall amount of DFW Class B 
airspace area by restructuring the area northwest of Alliance Airport. 
While there is some proposed expansion northwest of the Alliance 
Airport, this proposed modification would provide a safer transition 
area for those aircraft operating into and out of the Alliance Airport.

The Proposal

    The FAA proposes to amend 14 CFR part 71 by modifying the DFW Class 
B airspace area. Specifically, this proposal (depicted in the attached 
chart) would raise 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 would redefine several existing 
subareas. the FAA is proposing to amend the airspace south of victor 
airways V-16/94 from Class B to Class E airspace.
    This proposal would realign the boundaries of the Class B airspace 
area north of Grand Prairie Municipal Airport to follow Interstate 30 
(I-30) and State Highway 303 (SH-303) south of DFW. In addition, this 
proposed rule would raise the floor of the Class B airspace area to 
2,000 feet MSL in the vicinity of NAS Dallas, south of LBJ Freeway to 
Forest Lane, and west of ADS to marsh Lane, and 3,000 feet MSL north of 
Redbird Airport. Further, the FAA proposes to lower the floor of the 
airspace from 5,000 feet MSL to 4,000 feet MSL between 20 and 23 NM 
west, and to raise the floor of the airspace from 5,000 feet MSL to 
6,000 feet MSL between 26 and 30 NM west. This proposal would enhance 
safety and improve the flow of aviation traffic in the DFW Class B 
airspace area.

Regulatory Evaluation Summary

    Proposed changes to Federal regulations must undergo several 
economic analyses. First, Executive order 12866 directs that each 
Federal agency shall propose or adopt a regulation only upon a reasoned

[[Page 21912]]

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 the proposed rule would 
generate benefits that justify its costs and is not ``a significant 
regulatory action'' as defined in the Executive Order and the 
Department of Transportation Regulatory policies and Procedures. The 
proposal would not have a significant impact on substantial number of 
small entities and would not constitute a barrier to international 
trade. These analyses, available in the docket, are summarized below.

Costs

    The FAA has determined that the proposed modification of the DFW 
Class B airspace area would result in little or no cost to either the 
agency or aircraft operators, as discussed in the following paragraphs.
    The proposal would not impose any additional administrative costs 
on the FAA for either personnel or equipment. Projected increases in 
traffic volume would be absorbed by current personnel and equipment 
resources through more efficient services. Revising aeronautical charts 
to reflect the change of the airspace area would not add to the cost of 
the routine and periodic updating of the charts.
    The proposal would not require additional avionics equipment for 
aircraft. Aircraft operators that currently use the affected airspace 
should already have Mode C transponders. In addition, aircraft 
operators should also have two-way radio communications. The density of 
air traffic in the DFW area makes it highly unlikely that VFR traffic 
would transit this airspace without two-way radio equipment.
    Finally, the proposal should not significantly increase the cost to 
pilots who wish to remain clear of the proposed expanded areas of the 
DFW Class B airspace area. The pilots would need to make only small 
deviations from their current flight paths to avoid the proposed 
expanded areas of Class B airspace.

Benefits

    The proposed rule is expected to generate benefits primarily in the 
form of improved traffic flow while enhancing safety. Traffic flow 
would improve because air traffic controllers could more efficiently 
handle the increasing number of operations at the DFW International 
Airport. Based on the FAA's Terminal Area Forecast, total aircraft 
operations at the DFW International Airport were about 831,000 in 1994, 
up from 504,000 in 1984, and are projected to increase to about 
1,009,000 by the year 2000. Also, passenger enplanements were estimated 
to be 25.5 million in 1994, up from 15.5 million in 1984, and are 
projected to increase to about 35.3 million by the year 2000. The 
proposed rule would enhance safety by lowering the risk of midair 
collisions. This lower risk would result from the increased control in 
those areas where Class B airspace would be expanded.
    The proposed rule would benefit GA aircraft operators by 
contracting the Class B airspace in certain areas. Additionally, it 
would simplify the airspace area.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) was enacted by 
Congress to ensure that small entities are not unnecessarily or 
disproportionately burdened by Federal regulations. The RFA requires a 
Regulatory Flexibility Analysis if a proposed rule 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. Small entities are independently 
owned and operated small businesses and small not-for-profit 
organizations. 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 this proposal. The FAA has determined that the 
proposal would not result in a significant economic impact on a 
substantial number of small entities. Therefore, a regulatory 
flexibility analysis is not required under the terms of the RFA.

International Trade Impact Assessment

    The proposal would 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 
proposal would not impose costs on aircraft operators or aircraft 
manufacturers in the United States or foreign countries. The 
modification of the Class B airspace area would only affect U.S. 
terminal airspace operating procedures at and in the vicinity of 
Dallas-Fort Worth, TX. The proposal would not have international trade 
ramifications because it is a domestic airspace matter that would not 
impose additional costs or requirements on affected entities.

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 regulation is not a 
``significant regulatory action'' under Executive Order 12866. In 
addition, the FAA certifies that this regulation would 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 regulatory evaluation of the proposed 
regulation, including a 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).

[[Page 21913]]

The Proposed 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 Interstate 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 Interstate 30, extending west on Interstate 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 
Interstate 30, thence eastbound on Interstate 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 Highway 303, thence 
west on Highway 303 until the DFW VORTAC 10-mile DME arc, and 
extending clockwise on the DFW VORTAC 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 Interstate 635, thence westbound on 
Interstate 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 Interstate 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 Interstate 635, 
and extending northwest along Interstate 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 Highway 303, thence eastbound on Highway 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 
Interstate 635, extending northwest along Interstate 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 Interstate 820, thence 
west and north on Interstate 820 until the DFW VORTAC 23-mile arc, 
extending clockwise on the DFW VORTAC 23-mile arc until Highway 156, 
thence northeast on Highway 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. 
radial 30-mile DME fix, extending clockwise on the DFW VORTAC 30-
mile arc until the DFW VORTAC 162 deg. radial 30-mile DME fix, 
thence west until the DFW VORTAC 196 deg. radial 30-mile DME fix, 
extending clockwise on the DFW VORTAC 30-mile arc until the DFW 
VORTAC 217 deg. radial 30-mile DME fix, and thence northeast on the 
DFW VORTAC 217 deg. radial until the DFW VORTAC 217 deg. radial 
28.3-mile DME fix, and thence east on a line to the point of 
beginning; and that airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL beginning at the DFW 315 deg. radial 
30-mile DME fix, extending clockwise on the DFW 30-mile arc until 
the DFW 336 deg. radial 30-mile DME fix, thence east until the DFW 
020 deg. radial 30-mile DME fix, extending clockwise on the DFW 30-
mile arc until the DFW 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 Highway 377, thence southwest on Highway 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 Interstate 820, thence west and north on 
Interstate 820 until the DFW VORTAC 23-mile arc, thence clockwise on 
the DFW VORTAC 23-mile arc until Highway 156, extending northeast on 
Highway 156 to the DFW VORTAC 329 deg. radial, thence northeast on 
the DFW VORTAC 329 deg. radial,

[[Page 21914]]

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 
Highway 377, thence southwest on Highway 377 until the DFW VORTAC 
30-mile arc, and extending clockwise on the DFW VORTAC 30-mile arc 
until the point of beginning.
* * * * *
    Issued in Washington, DC, on May 2, 1996.
Nancy B. Kalinowski,
Acting Program Director for Air Traffic Airspace Management, ATA-1.

    Note: This appendix will not appear in the Code of Federal 
Regulations.

BILLING CODE 4910-13-M

[[Page 21915]]

Appendix--Dallas/Fort Worth International Airport Class B Airspace 
Area
[GRAPHIC] [TIFF OMITTED] TN10MY96.083


[FR Doc. 96-11726 Filed 5-9-96; 8:45 am]
BILLING CODE 4910-13-C