[Federal Register Volume 61, Number 177 (Wednesday, September 11, 1996)]
[Rules and Regulations]
[Pages 47815-47820]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-23247]


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DEPARTMENT OF TRANSPORTATION
14 CFR Part 71

[Airspace Docket No. 94-AWA-2]
RIN 2120-AA66


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

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action modifies the Dallas-Forth Worth (DFW) Class B 
airspace area. Specifically, this rule raises the upper limit of the 
DFW Class

[[Page 47816]]

B airspace area from 10,000 feet mean sea level (MSL) to 11,000 feet 
MSL, except in the reconfigured northern and southern sections, and 
redefines several existing subareas. The FAA is taking this action to 
improve the flow of aviation traffic and enhance safety in the DFW 
Class B airspace area while accommodating the concerns of airspace 
users.

EFFECTIVE DATE: 0901 UTC, October 10, 1996.

FOR FURTHER INFORMATION CONTACT:
Bil Nelson, Airspace and Rules Division, ATA-400, Office of Air Traffic 
Airspace Management, Federal Aviation Administration, 800 Independence 
Avenue, SW., Washington, DC 20591; telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION:

Background

    On December 17, 1991, the FAA published the Airspace 
Reclassification Final rule (56 FR 65655). This rule discontinued the 
use of the term ``Terminal Control Area'' and replaced it with the 
designation ``Class B airspace area.'' This change in terminology is 
reflected in this final rule.
    The Class B airspace area program was developed to reduce the 
potential for midair collision in the congested airspace surrounding 
airports with high density air traffic by providing an area wherein all 
aircraft are subject to certain operating rules and equipment 
requirements.
    The density of traffic and the type of operations being conducted 
in the airspace surrounding major terminals increase the probability of 
midair collisions. In 1970, an extensive study found that the majority 
of midair collisions occurred between a general aviation (GA) aircraft 
and an air carrier or military aircraft, or another GA aircraft. The 
basic causal factor common to these conflicts was the mix of aircraft 
operating under visual flight rules (VFR) and aircraft operating under 
instrument flight rules (IFR). Class B airspace areas provide a method 
to accommodate the increasing number of IFR and VFR operations. The 
regulatory requirements of Class B airspace areas afford the greatest 
protection for the greatest number of people by giving air traffic 
control (ATC) increased capability to provide aircraft separation 
service; thereby minimizing the mix of controlled and uncontrolled 
aircraft. On May 21, 1970, the FAA published the Designation of Federal 
Airways, Controlled Airspace, and Reporting Points final rule (35 FR 
7782). This rule provided for the establishment of Class B airspace 
areas. To date, the FAA has established a total of 29 Class B airspace 
areas.
    The standard configuration of a Class B airspace area contains 
three concentric circles centered on the primary airport extending to 
10, 20, and 30 nautical miles (NM), respectively. The standard vertical 
limits of the Class B airspace area normally should not exceed 10,000 
feet MSL, with the floor established at the surface in the inner area 
and at levels appropriate to the containment of operations in the outer 
areas. Variations of these criteria may be utilized contingent on the 
terrain, adjacent regulatory airspace, and factors unique to the 
terminal area.
    The coordinates for this airspace docket are based on North 
American Datum 83. Class B airspace areas are published in Paragraph 
3000 of FAA Order 7400.9C dated August 17, 1995, and effective 
September 16, 1995, which is incorporated by reference in 14 CFR 
section 71.1. The Class B airspace area listed in this document will be 
subsequently published in the Order.

Related Rulemaking Actions

    On June 21, 1988, the FAA published the Transponder with Automatic 
Altitude Reporting Capability Requirement final rule (53 FR 23356). 
This rule requires all aircraft to have an altitude encoding 
transponder when operating within 30 nautical miles of any designated 
Class B primary airport from the surface up to 10,000 feet MSL. This 
rule excluded those aircraft that were not originally certificated with 
an engine driven electrical system, balloons, and gliders.
    On October 14, 1988, the FAA published the Class B Airspace 
Classification and Class B Airspace Pilot and Navigation Equipment 
Requirements Final Rule (53 FR 40318). This rule, in part, removed the 
different classifications of Class B airspace areas, and requires the 
pilot-in-command of a civil aircraft operating within a Class B 
airspace area to hold at least a private pilot certificate, except for 
a student pilot who has received certain documented training.

Public Input

    In June, 1992, an ad hoc committee representing a cross section of 
the aviation community was formed to analyze the DFW Class B airspace 
area and to develop recommendations for modifying the existing design. 
The ad hoc committee met regularly at various locations throughout the 
DFW area for approximately one year, and submitted written comments on 
modifying the DFW Class B airspace area.
    As announced in the Federal Register on October 20, 1993, (58 FR 
54073) and on January 31, 1994, (59 FR 4310), pre-NPRM airspace 
meetings were held on December 8, 1993, in Mesquite, TX, December 13, 
1993, in North Richland Hills, TX, April 5, 1994, in North Richland 
Hills, TX, and April 7, 1994, in Mesquite, TX. These meetings provided 
local airspace users with an opportunity to present input on the design 
of the proposed modifications of the DFW Class B airspace area.
    On May 10, 1996, the FAA published a notice of proposed rulemaking 
(NPRM) (61 FR 21910) that proposed modifications to the DFW Class B 
airspace area. In response to this notice the FAA received four written 
comments. Recommendations and suggestions from the ad hoc committee, 
and other comments received in response to the NPRM were considered 
before making any determination on this final rule. These comments are 
analyzed below.

Analysis of Comments

    One commenter, representing the Texas Soaring Association, believes 
that the description in the NPRM of Area F did not reflect the FAA's 
proposal to amend the Class B airspace south of V16/94 to Class E 
airspace.
    The FAA agrees that the description in the NPRM erroneously 
described Area F. The correct description of Area F will be reflected 
in this final rule and on the attached graphic.
    American Airlines. Air Line Pilots Association (ALPA) and the 
Aircraft Owner's and Pilots Association support the modification of the 
DFW Class B airspace area.

The Rule

    This amendment to 14 CFR part 71 modifies the DFW Class B airspace 
area. The modifications are depicted on the attached chart. 
Specifically, this rule raises the upper limit of the DFW Class B 
airspace area from 10,000 feet MSL to 11,000 feet MSL, except in the 
reconfigured northern and southern sections, and redefines several 
existing subareas. Raising the ceiling to 11,000 feet MSL accommodates 
arriving traffic using standard instrument arrival routes and departing 
traffic utilizing standard instrument departure routes into and out of 
the DFW Metroplex area.
    In addition, the FAA amends the airspace south of V16/94 from Class 
B to Class E airspace. This modification allows GA and other users to 
traverse along V-16/94 east or westbound while remaining outside the 
DFW Class B airspace area. This rule realigns the boundaries of the DFW 
Class B airspace

[[Page 47817]]

area to follow Interstate 30 (I-30) and State Highway 303 (SH-303) 
south of DFW airport that lie north and south of Grand Prairie 
Municipal Airport, and the Naval Air Station (NAS) Dallas airports. 
This realignment will assist GA aircraft pilots in identifying the 
boundaries of the DFW Class B airspace in this area. Additionally, this 
action raises the floor of the DFW Class B airspace area to 2,000 feet 
MSL in the vicinity of NAS Dallas, south of Lyndon Baines Johnson 
Freeway to Forest Lane, and west of Addison Airport to Marsh Lane, and 
3,000 feet MSL north of Redbird Airport. Modifying the floors in these 
areas provides more operational airspace into and out of the Redbird, 
Grand Prairie Municipal, and NAS Dallas airports.
    Further, the FAA is lowering the floor of the DFW Class B airspace 
area from 5,000 feet MSL to 4,000 feet MSL between 20 and 23 NM west, 
and raising the floor of the Class B airspace area from 5,000 feet MSL 
to 6,000 feet MSL between 26 and 30 NM west of DFW. Modifying this 
Class B airspace will enhance safety and improve the flow of aviation 
traffic within the DFW Class B area.

Regulatory Evaluation Summary

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 specifies that each Federal 
agency shall propose or adopt a regulation only upon a reasoned 
determination that the benefits of the intended regulation justify its 
costs. Second, the Regulatory Flexibility Act of 1980 requires agencies 
to analyze the economic effect of regulatory changes on small entities. 
Third, the Office of Management and Budget directs agencies to assess 
the effect of regulatory changes on international trade. In conducting 
these analyses, the FAA has determined that this Final Rule: (1) will 
generate benefits that justify its minimal costs and is not ``a 
significant regulatory action'' as defined in the Executive Order; (2) 
is not ``significant'' as defined in the Department of Transportation 
Regulatory Policies and Procedures; (3) will not have a significant 
impact on a substantial number of small entities; (4) will not 
constitute a barrier to international trade; and (5) will not impose a 
significant intergovernmental or private sector mandate. These 
analyses, available in the docket, are summarized below.

Costs-Benefit Analysis

    The FAA has determined that this rule will generate additional 
benefits in the form of enhanced aviation safety and operational 
efficiency. The modification of the DFW Class B airspace area will 
enhance operational efficiency through the promotion of additional 
operational procedures and aviation safety in the form of the reduced 
risk of midair collisions in the modified Class B airspace area. This 
rule is expected to impose little or no costs on the FAA for 
administrative functions and aircraft operators for additional avionics 
equipment and circumnavigation. Cost and benefits are discussed below.

Costs

Cost Impact on Aircraft Operators

    The modification of the DFW Class B airspace area will not require 
operators to purchase additional aircraft avionics equipment. Aircraft 
operators that currently use the airspace area already have Mode C 
transponders and two-way radio communications equipment; therefore, 
there will be no additional cost incurred for aircraft avionics 
equipment. Additionally, the density of air traffic in the DFW airspace 
area makes it highly unlikely that VFR traffic will transit this 
airspace without two-way radio equipment.
    The final rule also will result in a small increase in cost for 
pilots who wish to remain clear of the expanded DFW Class B airspace 
area. As the result of this rule, the potentially impacted pilots are 
expected to make a small deviation from their current flight paths to 
avoid the expanded Class B airspace area. This assessment is based on 
the belief that the impacted pilots will only have to climb an 
additional 1,000 feet MSL. This deviation will require an additional 5 
to 10 minutes of flight time. This modification does not change the 30 
mile circumference of the DFW Class B airspace area.

Cost Impact on the FAA

    The final rule will not impose any additional administrative costs 
on the FAA for either personnel or equipment. Projected increases in 
traffic volume will be absorbed by current personnel and equipment 
resources through more efficient operational procedures (for example, 
sequencing and separation of aircraft services). Revising aeronautical 
charts to reflect the change in the Class B airspace area will not add 
to the cost of the routine and periodic updating of the charts.

Benefits

Enhanced Aviation Safety

    The FAA has determined the modification of the DFW Class B airspace 
area is in the best interest of flight safety and will result in a 
greater degree of protection for the greatest number of people during 
flight in the terminal area. A reduction in probability of midair 
collisions will stem from increased control in those areas where Class 
B airspace will be modified. Based on the FAA's Terminal Area Forecast, 
total aircraft operations at the DFW International Airport were about 
870,000 in 1995 up from 550,000 in 1985 and are projected to increase 
to about 1,000,000 by the year 2000. Also, passenger enplanements were 
estimated to be 27 million in 1995 up from 18 million in 1985 and are 
projected to increase to about 35 million by the year 2000. In lieu of 
the projected increase for total operations and passenger enplanements, 
the FAA has determined this final rule will enhance safety by lowering 
the potential risk of midair collisions.

Enhanced Operational Efficiency

    The FAA has determined the final rule will enhance aircraft 
operational efficiency. The final rule will raise the airspace ceiling 
to meet the increasing air traffic requirements flowing in and out of 
DFW via standard instrument arrival and departure routes, or 
alternative Air Traffic Control (ATC) instructions. This assessment of 
the enhancement in operational efficiency is based on the FAA's 
assumption that improvements in traffic flow will occur because air 
traffic controllers will be better able to handle the increasing number 
of operations at the DFW International Airport. Further, the FAA 
contends that this enhancement will stem from an increase in airspace 
area capacity. This modification will enable ATC to have the capability 
of providing additional spacing and sequencing of aircraft. The final 
rule's configuration increases the airspace area for high performance 
aircraft, while allowing non-participating aircraft to access certain 
airways above 11,000 feet MSL. Additionally, this modification of Class 
B airspace identifies additional airspace for large turbojet aircraft 
operations in the DFW airspace area.

International Trade Impact Assessment

    The final rule will not constitute a barrier to international 
trade, including the export of U.S. goods and services to foreign 
countries and the import of foreign goods and services to the United 
States. This modification will not impose any additional costs on 
aircraft operators or aircraft manufacturers in the United States or 
foreign countries. The modification of the Class B airspace area will 
only affect U.S. terminal airspace operating procedures at and in

[[Page 47818]]

the vicinity of DFW. The modification will not have international trade 
ramifications because it is a domestic airspace matter that will not 
impose additional costs or requirements on affected entities.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) was enacted by 
Congress to ensure that small entities are not unnecessarily and 
disproportionately burdened by Federal regulations. The RFA requires a 
Regulatory Flexibility Analysis if a final rule will have ``a 
significant economic impact on a substantial number of small 
entities.'' FAA Order 2100.14A outlines the FAA's procedures and 
criteria for implementing the RFA.
    The small entities that potentially maybe affected by this final 
rule are unscheduled air taxi operators for hire that own nine or fewer 
aircraft operating in the vicinity of the DFW Class B airspace area. 
Only unscheduled aircraft operators without the capability to operate 
under IFR conditions will be potentially impacted by the final rule. 
The FAA contends that the unscheduled air taxi operators that the final 
rule may potentially affect are already equipped to operate under IFR 
conditions. The FAA has concluded that the potentially impacted 
operators regularly fly to airports where radar approach control 
services have already been established such as the DFW Class B airspace 
area; therefore, there will be no additional cost to these entities. 
The FAA does not anticipate any adverse impacts to occur as a result of 
the final rule. The FAA has concluded that the final rule will not 
result in a significant economic impact on a substantial number of 
small entities.

Unfunded Mandate Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (the Act), 
enacted as Pub. L. 104-4 on March 22, 1995, requires each Federal 
agency, to extent permitted by law, to prepare a written assessment of 
effects of any Federal mandate in a proposed or final agency rule that 
may result in the expenditure by State, local, and tribal governments, 
in the aggregate, or by the private sector, of $100 million or more 
(adjusted annually for inflation) in any one year. Section 204(a) of 
the Act, 2 U.S.C. 1534(a), requires the Federal agency to develop an 
effective process to permit timely input by elected officers (or their 
designees) of State, local and tribal governments on a proposed 
``significant intergovernmental mandate.'' A ``significant 
intergovernmental mandate'' under the Act is any provision in a Federal 
agency regulation that would impose an enforceable duty upon State, 
local, and tribal governments, in the aggregate, of $100 million 
(adjusted annually for inflation) in any one year. Section 203 of the 
Act, 2 U.S.C. 1533, which supplements section 204(a), provides that 
before establishing any regulatory requirements that might 
significantly or uniquely affect small governments, the agency shall 
have developed a plan that among other things, provides for notice for 
potentially affected small governments, if any, and for a meaningful 
and timely opportunity to provide input in the development of 
regulatory proposals.
    This rule does not contain any Federal intergovernmental or private 
sector mandate. Therefore, the requirements of Title II of the Unfunded 
Mandates Reform Act of 1995 do not apply.

Paperwork Reduction Act

    This rule contains no information collection requests requiring 
approval of the Office of Management and Budget pursuant to the 
Paperwork Reduction Act (44 U.S.C. 3507 et seq.).

Federalism Implications

    This rule will not have substantial direct effects on the States, 
the relationship between the national government and the States, or the 
distribution of power and responsibilities among the various levels of 
government. Therefore, in accordance with Executive Order 12612 (52 FR 
41695; October 30,1987), it is determined that this rule does not have 
sufficient federalism implications to warrant the preparation of a 
Federalism Assessment.

Conclusion

    For reasons discussed in the preamble, and based on the findings in 
the Regulatory Flexibility Determination and the International Trade 
Impact Assessment, the FAA has determined that this regulation is not a 
``significant regulatory action'' under Executive Order 12866. In 
addition, the FAA certifies that this regulation will not have a 
significant economic impact, positive or negative, on a substantial 
number of small entities under the criteria of the Regulatory 
Flexibility Act. This regulation is not considered significant under 
DOT Order 2100.5, Policies and Procedures for Simplification, Analysis 
and Review of Regulations. A final regulatory evaluation, including a 
final Regulatory Flexibility Determination and International Trade 
Impact Assessment, has been placed in the docket. A copy may be 
obtained by contacting the person identified under FOR FURTHER 
INFORMATION CONTACT.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (Air).

The Amendment

PART 71--[AMENDED]

    1. The authority citation for 14 CFR part 71 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854, 24 
FR 9565, 3 CFR, 1959-1963 Comp., p. 389; 14 CFR 11.69.


Sec.  71.1  [Amended]

    2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9C, Airspace Designations and 
Reporting Points, dated August 17, 1995, and effective September 16, 
1995, is amended as follows:

Paragraph 3000--Subpart B-Class B Airspace

* * * * *

ASW TX B Dallas-Fort Worth, TX [Revised]

Dallas-Fort Worth International Airport (Primary Airport)
    (lat. 32 deg.53'49'' N., long. 97 deg.02'33'' W.)
Dallas-Fort Worth VORTAC
    (lat. 32 deg.51'57' N., long. 97 deg.01'41'' W.)

Boundaries

    Area A. That airspace extending upward from the surface to and 
including 11,000 feet MSL beginning at the intersection of the DFW 
VORTAC 10-mile arc and Josey Lane, thence southbound on Josey Lane 
to Forest Lane, thence eastbound on Forest Lane until I-635 (that 
also coincides with the DFW VORTAC 15-mile arc), extending clockwise 
on the DFW VORTAC 15-mile arc until the DFW VORTAC 129 deg. radial 
15-mile DME fix, thence northwest on the DFW VORTAC 129 deg. radial 
until I-30, extending west on I-30 until the DFW VORTAC 7-mile arc, 
thence clockwise on the DFW VORTAC 7-mile arc until the DFW VORTAC 
310 deg. radial 7-mile DME fix, extending northwest on the DFW 
VORTAC 310 deg. radial until the DFW VORTAC 310 deg. radial 10-mile 
DME fix, and extending clockwise on the DFW VORTAC 10-mile arc to 
the point of beginning.
    Area B. That airspace extending upward from 2,000 feet MSL to 
and including 11,000 feet MSL beginning at the DFW VORTAC 310 deg. 
radial 10-mile DME fix, thence southeast on the DFW VORTAC 310 deg. 
radial until the DFW VORTAC 310 deg. radial 7-mile DME fix, 
extending counterclockwise on the DFW VORTAC 7-mile arc until I-30, 
thence eastbound on I-30 to the DFW VORTAC 129 deg. radial, thence 
southeast on the DFW VORTAC 129 deg. radial until the DFW VORTAC 
129 deg. radial 10-mile DME fix, extending clockwise on the DFW 
VORTAC 10-mile arc until SH-303, thence west on SH-303 until the DFW 
VORTAC 10-mile DME arc, and extending clockwise on the DFW VORTAC

[[Page 47819]]

10-mile arc to the DFW VORTAC 300 deg. radial 10-mile DME fix, 
thence northwest on the 300 deg. radial until the DFW VORTAC 
300 deg. 13-mile DME fix, extending clockwise on the DFW VORTAC 13-
mile arc until the DFW VORTAC 023 deg. radial 13-mile DME fix, 
thence southeast on the DFW VORTAC 023 deg. radial until the DFW 
VORTAC 023 deg. radial 10-mile DME fix, extending counterclockwise 
on the DFW VORTAC 10-mile arc to the DFW VORTAC 310 deg. 10-mile DME 
fix; and that airspace extending upward from 2,000 feet MSL to and 
including 11,000 feet MSL beginning at the intersection of the DFW 
VORTAC 10-mile arc and Josey Lane, thence southbound on Josey Lane 
to Forest Lane, thence eastbound on Forest Lane to I-635, thence 
westbound on I-635 to the DFW VORTAC 10-mile arc, and extending 
counterclockwise on the DFW VORTAC 10-mile arc to the point of 
beginning.
    Area C. That airspace extending upward from 2,500 feet MSL to 
and including 11,000 feet MSL beginning at the intersection of the 
DFW VORTAC 15-mile arc and I-635, extending clockwise on the DFW 
VORTAC 15-mile arc until the DFW VORTAC 129 deg. radial 15-mile DME 
fix, thence southeast on the DFW VORTAC 129 deg. radial until the 
DFW VORTAC 129 deg. radial 20-mile DME fix, extending 
counterclockwise on the DFW VORTAC 20-mile arc until I-635, and 
extending northwest along I-635 to the point of beginning.
    Area D. That airspace extending upward from 3,000 feet MSL to 
and including 11,000 feet MSL beginning at the DFW VORTAC 300 deg. 
radial 10-mile DME fix, extending counterclockwise on the DFW VORTAC 
10-mile arc to SH-303, thence eastbound on SH-303 until the DFW 
VORTAC 10-mile arc, extending counterclockwise on the DFW VORTAC 10-
mile arc to the DFW VORTAC 129 deg. radial, thence southeast along 
the DFW VORTAC 129 deg. radial until the DFW VORTAC 129 deg. radial 
20-mile DME fix, extending clockwise on the DFW VORTAC 20-mile arc 
until the DFW VORTAC 217 deg. radial, thence northeast on the DFW 
VORTAC 217 deg. radial until the DFW VORTAC 217 deg. radial 13-mile 
DME fix, extending clockwise along the DFW VORTAC 13-mile arc to the 
DFW VORTAC 300 deg. radial 13-mile DME fix, and thence southeast on 
the DFW VORTAC 300 deg. radial to the point of beginning; and that 
airspace extending upward from 3,000 feet MSL to and including 
11,000 feet MSL beginning at the DFW VORTAC 300 deg. radial 13-mile 
DME fix, thence northwest on the DFW VORTAC 300 deg. radial until 
the DFW VORTAC 300 deg. radial 20-mile DME fix, extending clockwise 
on the DFW VORTAC 20-mile arc until I-635, extending northwest along 
I-635 until the DFW VORTAC 10-mile arc, extending counterclockwise 
on the DFW VORTAC 10-mile arc until the DFW VORTAC 023 deg. radial 
10-mile DME fix, thence northeast on the DFW VORTAC 023 deg. radial 
until the DFW VORTAC 023 deg. radial 13-mile DME fix, and extending 
counterclockwise on the DFW VORTAC 13-mile arc to the point of 
beginning.
    Area E. That airspace extending upward from 4,000 feet MSL to 
and including 11,000 feet MSL beginning at the DFW VORTAC 217 deg. 
radial 20-mile DME fix, extending counterclockwise on the DFW VORTAC 
20-mile arc until the DFW VORTAC 300 deg. radial 20-mile DME fix, 
thence southeast on the DFW VORTAC 300 deg. radial until the DFW 
VORTAC 300 deg. radial 13-mile DME fix, extending counterclockwise 
on the DFW VORTAC 13-mile arc until the DFW VORTAC 217 deg. radial 
13-mile DME fix, thence southwest on the DFW VORTAC 217 deg. radial 
until the DFW VORTAC 217 deg. radial 20-mile fix, extending 
clockwise on the DFW VORTAC 20-mile arc until I-820, thence west and 
north on I-820 until the DFW VORTAC 23-mile arc, extending clockwise 
on the DFW VORTAC 23-mile arc until SH-156, thence northeast on SH-
156 until the DFW VORTAC 329 deg. radial, thence northwest on the 
DFW VORTAC 329 deg. radial until intercepting a line defined by the 
DFW VORTAC 041 deg. radial 30 DME fix and the DFW VORTAC 315 deg. 
radial 30 DME fix, thence east along that line defined by the DFW 
VORTAC 041 deg. radial 30 DME fix and the DFW VORTAC 315 deg. radial 
30 DME fix until the DFW VORTAC 30-mile arc, extending clockwise on 
the DFW VORTAC 30-mile arc until the DFW VORTAC 138 deg. radial 30-
mile DME fix, thence west until the DFW VORTAC 217 deg. radial 28.3 
mile DME fix, and thence northeast on the DFW VORTAC 217 deg. radial 
until the point of beginning.
    Area F. That airspace extending upward from 4,000 feet MSL, to 
and including 10,000 feet MSL beginning at the DFW VORTAC 138 deg. 
30-mile DME fix, extending clockwise on the DFW VORTAC 30-mile DME 
arc until the DFW VORTAC 149 deg. radial 30-mile DME fix, thence 
west to the DFW VORTAC 210 deg. radial 30-mile DME fix, extending 
clockwise on the DFW VORTAC 30-mile DME arc until the DFW VORTAC 
217 deg. radial 30-mile DME fix, thence northeast on the DFW VORTAC 
217 deg. radial to the 28.3-mile DME fix and then east on a line to 
the point of the beginning, and that airspace extending upward from 
4,000 feet MSL to and including 10,000 feet MSL beginning at the DFW 
VORTAC 315 deg. radial 30-mile DME fix, extending clockwise on the 
DFW VORTAC 30-mile arc until the DFW 336 deg. radial 30-mile DME 
fix, thence east until the DFW VORTAC 020 deg. radial 30-mile DME 
fix, extending clockwise on the DFW VORTAC 30-mile arc until the DFW 
VORTAC 041 deg. radial 30-mile DME fix, and thence west on a line 
until the point of beginning.
    Area G. That airspace extending upward from 5,000 feet MSL, up 
to and including 11,000 feet MSL beginning at the DFW VORTAC 
315 deg. radial 30-mile DME fix, extending counterclockwise on the 
DFW VORTAC 30-mile arc until the DFW VORTAC 293 deg. radial, thence 
southeast on the DFW VORTAC 293 deg. radial until the DFW VORTAC 26-
mile DME fix, extending counterclockwise on the DFW VORTAC 26-mile 
arc until SH-377, thence southwest on SH-377 until the DFW VORTAC 
30-mile arc, and counterclockwise to the DFW VORTAC 217 deg. radial 
30-mile DME fix, thence northeast on the DFW VORTAC 217 deg. radial 
until the DFW VORTAC 20-mile arc, extending clockwise on the 20-mile 
arc until I-820, thence west and north on I-820 until the DFW VORTAC 
23-mile arc, thence clockwise on the DFW VORTAC 23-mile arc until 
SH-156, extending northeast on SH-156 to the DFW VORTAC 329 deg. 
radial, thence northeast on the DFW VORTAC 329 deg. radial, until 
intercepting a line defined by the DFW VORTAC 041 deg. radial 30-
mile DME fix and the DFW VORTAC 315 deg. radial 30-mile DME fix, 
thence west along that line until the point of beginning.
    Area H. That airspace extending upward from 6,000 feet MSL to 
and including 11,000 feet MSL beginning at the DFW VORTAC 293 deg. 
radial 30-mile DME fix, thence southeast on the DFW VORTAC 293 deg. 
radial until the DFW VORTAC 293 deg. radial 26-mile DME fix, 
extending counterclockwise on the DFW VORTAC 26-mile arc until SH-
377, thence southwest on SH-377 until the DFW VORTAC 30-mile arc, 
and extending clockwise on the DFW VORTAC 30-mile arc until the 
point of the beginning.
* * * * *
    Issued in Washington, DC, on September 3, 1996.
Jeff Griffith,
Program Director for Air Traffic Airspace Management, ATA-1.

    Note: This appendix will not appear in the Code of Federal 
Regulations. Appendix--Dallas-Fort Worth International Airport Class 
B Airspace Area.

BILLING CODE 4910-13-P

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BILLING CODE 4910-13-C
[FR Doc. 96-23247 Filed 9-10-96; 8:45 am]
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