[Federal Register Volume 63, Number 150 (Wednesday, August 5, 1998)]
[Proposed Rules]
[Pages 41743-41748]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-20933]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 95-AWA-12]
RIN 2120-AA66


Proposed Modification of the Salt Lake City Class B Airspace 
Area; Utah

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This action proposes to modify the Salt Lake City, UT, Class B 
airspace area. Specifically, this action proposes to reconfigure three 
existing subarea boundaries. The FAA is proposing this action to 
enhance safety and improve the flow of air traffic into, out of, 
through, and around the Salt Lake City Class B airspace area, while 
accommodating the concerns of airspace users.

DATES: Comments must be received on or before October 5, 1998.

ADDRESSES: Send comments on the proposal in triplicate to the Federal 
Aviation Administration, Office of the Chief Counsel, Attention: Rules 
Docket, AGC-200, Airspace Docket No. 95-AWA-12, 800 Independence 
Avenue, SW., Washington DC 20591. Comments may also be sent 
electronically to the following Internet address: 9-NPRM-
[email protected]. 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: Ken McElroy, Airspace and Rules 
Division,

[[Page 41744]]

ATA-400, Office of Air Traffic Airspace Management, Federal Aviation 
Administration, 800 Independence Avenue, SW., Washington, DC 20591; 
Telephone: (202) 267-8783.

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 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. 95-
AWA-12.'' 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

    An electronic copy of this document may be downloaded from the FAA 
regulations section of the Fedworld electronic bulletin board service 
(telephone: 703-321-3339) or the Federal Register's electronic bulletin 
board service (telephone: 202-512-1661), using a modem and suitable 
communications software.
    Internet users may reach the Federal Register's web page at http://
www.access.gpo.gov/su__docs for access to recently published rulemaking 
documents.
    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) 267-8783. 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, which describes the application procedure.

Related Rulemaking

    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 
Airspace areas (now known as Class B airspace areas).
    The Terminal Control Airspace area (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 increases 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 these airspace areas afford 
the greatest protection for the greatest number of people by giving air 
traffic control increased capability to provide aircraft separation 
service, thereby minimizing the mix of controlled and uncontrolled 
aircraft.
    The standard configuration of these airspace areas contains three 
concentric circles centered on the primary airport extending to 10, 20, 
and 30 nautical miles (NM), respectively. The standard vertical limit 
of these airspace areas 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 7400.9E dated September 10, 1997, and effective 
September 16, 1997, 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.
    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 (now 
known as Class B airspace area) 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 (or 
those that have not subsequently been certified with such a system), 
balloons, or gliders.
    On October 14, 1988, the FAA published the Terminal Control Area 
Classification and Terminal Control Area Pilot and Navigation Equipment 
Requirements Final Rule (53 FR 40318). This rule, in part, 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.
    On December 17, 1991, the FAA published the Airspace 
Reclassification Final Rule (56 FR 65638). 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 the remainder of this NPRM.

The Proposal

    This action proposes to modify the Salt Lake City Class B airspace 
area. The FAA periodically reviews existing airspace areas to determine 
whether there is an operational need to modify the area. These proposed 
modifications reflect input from system users regarding operational 
needs, limitations, and local geographical anomalies. The proposed 
changes would reduce the lateral boundaries of Areas A and H, and 
redesign Area M of the Salt Lake City Class B airspace as follows:
    Area A. The current boundary of Area A is not easily identifiable 
by geographical landmarks and also serves as a barrier to GA aircraft 
transiting north-south along Interstate 15 (I-15), requiring pilots to 
obtain a clearance to enter Class B airspace. Further, the portion of 
Area A east of I-15 provides no operational advantage to ATC. This 
action proposes to redefine the boundary of Area A using easily

[[Page 41745]]

identifiable geographical landmarks that would allow those aircraft 
that do not desire to enter the Class B airspace area a means of 
transition along the east side of I-15.
    Area H. The proposed design of this area, i.e., moving the existing 
boundary approximately two miles to the east, would provide additional 
maneuvering area for VFR aircraft wishing to remain clear of the Class 
B airspace area. Further, the portion of Area H southwest of the Salt 
Lake City airport provides no operational advantage to ATC.
    Area M. The proposed modification to Area M is both a reduction to 
the east and an expansion to the north of the current Class B airspace 
area. Currently, IFR aircraft arriving from the north are held at 
10,000 feet MSL until crossing the Class B boundary into Area M, at 
which time these aircraft must rapidly descend in order to arrive at 
the FANDS Intersection at 9,000 feet MSL, the normal altitude for 
transition to the ILS/DME Runway 16R approach. This action proposes an 
expansion of approximately two miles on the north side of the current 
Class B airspace area that would allow aircraft to make a more gradual 
descent to the FANDS Intersection.
    The overall effect of these proposed changes is a net reduction in 
Salt Lake City Class B airspace area which would enhance the safe, 
efficient movement of both VFR and IFR aircraft into, out of, through, 
and around the Salt Lake Valley 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 
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 proposed rule: (1) 
would generate benefits that justify its costs and is not ``a 
significant regulatory action'' as defined in the Executive Order; (2) 
is not significant as defined in Department of Transportation's 
Regulatory Policies and Procedures; (3) would not have a significant 
impact on a substantial number of small entities; (4) would not 
constitute a barrier to international trade; and (5) would not impose a 
significant intergovernmental or private sector mandate. Therefore, the 
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do 
not apply. These analyses are summarized here in the preamble.
    This regulatory evaluation analyzes the potential costs and 
benefits of the NPRM to amend part 71. This proposed action would 
modify the Salt Lake City Class B airspace area by reducing portions of 
Areas A and H, and by expanding part of Area M. These changes would 
provide GA aircraft enhanced accessibility to transition outside the 
Class B airspace area, and it would redefine the lateral boundaries 
along identifiable ground features.
    The FAA has determined that the proposed modification of the Salt 
Lake City Class B airspace area would not result in any additional cost 
to either aircraft operators or the agency. This proposed action was 
prompted by a change in aircraft operations into and out of Salt Lake 
City International Airport, and it would enhance the Salt Lake City 
Airport Traffic Control Tower/Terminal Radar Approach Control 
capability to monitor and control IFR and VFR traffic in the Class B 
airspace.
    This proposed action would provide benefits for systems users and 
the FAA by enhancing operational efficiency in the form of improving 
air traffic flow, and would not result in any reduction to aviation 
safety in the terminal area. The benefits of the proposed rule would 
stem from the creation of additional operating room for VFR traffic 
outside of the modified Salt Lake City Class B airspace area. The 
airspace modification proposed by this action would enhance aviation 
safety in the Salt Lake City Class B airspace area.
    The FAA has determined that the implementation of the proposed rule 
would not impose any additional costs on either the agency or aircraft 
operators. This proposed rule would not impose any additional 
administrative costs for personnel, facilities, or equipment on the 
FAA. Another potential cost of this proposal is the cost associated 
with the revision of aeronautical charts to reflect the modified 
boundaries of the Salt Lake City Class B airspace area. The FAA has 
determined that these proposed modifications would be incorporated 
during routine charting cycles. The costs associated with printing 
aeronautical charts are a normal operating expense. Since the FAA 
requires the public to use only current charts, pilots would not incur 
any additional costs for obtaining revised Class B airspace charts.
    The FAA has determined that aircraft operators would not incur any 
additional navigational or equipment costs, as a result of the 
reduction in Area A and Area H lateral boundaries, and expansion of 
Area M. The proposed modification of the controlled airspace would 
reduce the two lateral boundaries in subareas A and H. The reduction of 
the subareas would not impose any additional avionics equipment or 
circumnavigation costs. The expansion of Area M in the north would be 
insignificant in distance (2 to 6 NM); therefore, the alteration would 
not impose additional circumnavigation costs on operators. Overall, the 
Class B airspace area would be reduced in size.
    The proposed rule would not impose any additional administrative 
costs on the FAA for personnel, facilities, or equipment. The proposed 
alteration of Areas A, H, and M would reduce the overall size of the 
Class B airspace area. This proposed action would decrease workload 
demands on current FAA personnel and equipment, and enhance aviation 
safety. The FAA maintains that changes proposed in this NPRM would 
allow ATC to concentrate current resources onto those subareas with 
greater activity and enhance safety and efficiency.
    In view of the zero cost of compliance, combined with benefits of 
enhanced operational efficiency, the FAA has determined that this 
proposed rule would be cost-beneficial.

Initial Regulatory Flexibility Determination

    Regulatory Flexibility Act of 1980 (RFA) was enacted by Congress to 
ensure that small entities (small business and small not-for-profit 
government jurisdictions) are not unnecessarily and disproportionately 
burdened by Federal regulations. The RFA, which was amended May 1996, 
requires regulatory agencies to review rules that may have ``a 
significant economic impact on a substantial number of small 
entities.'' The Small Business Administration suggests that ``small'' 
represent the impacted entities with 1,500 or fewer employees.
    Since this NPRM would only potentially affect those GA aircraft 
operators who fly under visual flight rules in accordance with 14 CFR, 
part 91 as individuals, rather than as small entities, no small 
entities would be impacted. For this reason, the FAA has determined 
that this NPRM 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.

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International Trade Impact Assessment

    The NPRM would neither constitute a barrier to international trade, 
for the export of American goods and services to foreign countries nor 
for the import of foreign goods and services into the United States. 
The NPRM would not impose costs on aircraft operators or aircraft 
manufacturers in the U.S. or foreign countries. The proposed 
modifications to the Salt Lake City Class B airspace would only affect 
GA aircraft utilizing U.S. VFR procedures.

Unfunded Mandates 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 the extent permitted by law, to prepare a written assessment 
of the effects of any Federal mandate in a proposed or final agency 
rule that may result in the expenditure of $100 million or more 
adjusted annually for inflation in any one year by State, local, and 
tribal governments, in the aggregate, or by the private sector. 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 to 
potentially affected small governments, if any, and for a meaningful 
and timely opportunity to provide input in the development of 
regulatory proposals.
    Since this proposed rule would not impose any costs on either 
private or public entities, it does not contain neither a Federal 
intergovernmental nor private sector mandate. Therefore, the 
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do 
not apply.

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.).

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--DESIGNATION OF CLASS A, CLASS B, CLASS C, CLASS D, AND 
CLASS E AIRSPACE AREAS; AIRWAYS; ROUTES; AND REPORTING POINTS

    1. The authority citation for 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.


Sec. 71.1  [Amended]

    2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9E, Airspace Designations and 
Reporting Points, dated September 10, 1997, and effective September 16, 
1997, 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.47'18''N, long. 111 deg.58'40''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 the 11-mile arc of 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.02'33''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''W, 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

[[Page 41747]]

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.55'00''W thence south along 111 deg.55'00''W until 
intercepting the 30-mile Mode C veil of the Salt Lake City 
International Airport, 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.09'03''W, 
then north along long. 112 deg.09'03''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. 
112 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 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 feet MSL to 
and including 10,000 feet MSL beginning at a point where the 25-mile 
arc of the I-BNT ILS/DME intersects Runway 34 at the Ogden Municipal 
Airport extending north along Runway 34 extended centerline until it 
intersects the I-15 freeway north of the Ogden Municipal Airport 
extending north along the I-15 freeway to the 30-mile Mode C veil of 
the Salt Lake City International Airport, thence counterclockwise 
along the 30-mile Mode C veil 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 29, 1998.
Reginald C. Matthews,
Acting Program Director for Air Traffic Airspace Management.

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

Appendix--Salt Lake City, UT, Class B Airspace Area.

[[Page 41748]]

[GRAPHIC] [TIFF OMITTED] TP05AU98.000



[FR Doc. 98-20933 Filed 8-4-98; 8:45 am]
BILLING CODE 4910-13-C