
[Federal Register Volume 78, Number 14 (Tuesday, January 22, 2013)]
[Proposed Rules]
[Pages 4356-4365]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-01118]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2012-1168; Airspace Docket No. 07-AWA-3]
RIN 2120-AA66


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

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This action proposes to modify the Dallas/Fort Worth, TX, 
Class B airspace area to ensure containment of large turbine-powered 
aircraft flying instrument procedures to and from the Dallas/Fort Worth 
International Airport (DFW) and Dallas Love Field Airport (DAL) within 
Class B airspace. The FAA is proposing these actions to further support 
its national airspace redesign goal of optimizing terminal and en route 
airspace areas to enhance safety, improving the flow of air traffic, 
and reducing the potential for near midair collision in the DFW 
terminal area.

DATES: Comments must be received on or before March 25, 2013.

ADDRESSES: Send comments on this proposal to the U.S. Department of 
Transportation, Docket Operations, M-30, 1200 New Jersey Avenue SE., 
West Building Ground Floor, Room W12-140, Washington, DC 20590-0001; 
telephone: (202) 366-9826. You must identify FAA Docket No. FAA-2012-
1168 and Airspace Docket No. 07-AWA-3 at the beginning of your 
comments. You may also submit comments through the Internet at http://www.regulations.gov.

FOR FURTHER INFORMATION CONTACT: Colby Abbott, Airspace Policy and ATC 
Procedures Group, AJV-113, Office of Airspace Services, 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 both docket numbers (FAA Docket No. 
FAA-2012-1168 and Airspace Docket No. 07-AWA-3) and be submitted in 
triplicate to the Docket Management Facility (see ADDRESSES section for 
address and phone number). You may also submit comments through the 
Internet at http://www.regulations.gov.
    Commenters wishing the FAA to acknowledge receipt of their comments 
on this action must submit with those comments a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Nos. FAA-2012-1168 and Airspace Docket No. 07-AWA-3.'' 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 action may be changed in light of 
comments received. All comments submitted will be available for 
examination in the public 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 be filed in the 
docket.

Availability of NPRM's

    An electronic copy of this document may be downloaded through the 
Internet at http://www.regulations.gov.
    You may review the public docket containing the proposal, any 
comments received and any final disposition in person in the Dockets 
Office (see ADDRESSES section for address and phone number) between 
9:00 a.m. and 5:00 p.m., Monday through Friday, except Federal 
holidays. An informal docket may also be examined during normal 
business hours at the office of the Central Service Center, Operations 
Support Group, Federal Aviation Administration, 2601 Meacham Blvd. Fort 
Worth, TX 76137.
    Persons interested in being placed on a mailing list for future 
NPRMs should contact 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.

Background

    In 1973, the FAA issued a final rule (38 FR 13635) which 
established the Dallas-Fort Worth, TX, Terminal Control Area (TCA) 
around the Dallas-Fort Worth Airport, later renamed the Dallas/Fort 
Worth International Airport (DFW), with an effective date of September 
30, 1973. In 1993, the FAA issued the Airspace Reclassification final 
rule (56 FR 65638), which replaced the term ``terminal control area'' 
with the term ``Class B airspace area.''
    The primary purpose of Class B airspace is to reduce the potential 
for midair collisions in the airspace surrounding airports with high 
density air traffic operations by providing an area in which all 
aircraft are subject to certain operating rules and equipment 
requirements. FAA policy requires that Class B airspace areas be 
designed to contain all instrument procedures and that air traffic 
controllers vector aircraft to remain within Class B airspace after 
entry. If it becomes necessary to extend the flight path outside Class 
B airspace for spacing, controllers must inform the aircraft when 
leaving and re-entering Class B airspace. However, in the interest of 
safety, FAA policy dictates that such extensions be the exception 
rather than the rule.
    The configuration of the Dallas/Fort Worth Class B airspace area 
has been modified five times since being established as a TCA, with the 
last modification accomplished in 1996. In 1978, 1984, and 1986, the 
FAA issued final rules (43 FR 17937, 49 FR 25424, and 51 FR 19749) to 
fully contain large turbine-powered aircraft within TCA airspace as the 
aircraft flew instrument procedures to and from DFW. In 1992, the FAA 
issued a final rule (57 FR 166) that revoked the Airport Radar Service 
Area surrounding DAL and incorporated the airport into the surface area 
of the Dallas Fort-Worth TCA. The FAA determined the mix of small 
propeller and high performance aircraft at lower altitudes around DAL 
necessitated modifying the TCA design to include DAL within the TCA in 
the interest of flight safety and that it would result in a greater 
degree of protection for the greatest number of people during fight in 
the DFW terminal area. In 1996, the FAA issued the last rule (61 FR 
47815) modifying the Dallas/Fort Worth Class B airspace area. That rule 
raised the upper limit of the Class B airspace area to 11,000 feet mean 
sea level (MSL), except in the northern and southern portions of the 
airspace area, and redefined several existing subareas to improve the 
flow of aviation traffic and enhance safety in the Class B airspace 
area while

[[Page 4357]]

accommodating the concerns of airspace users.
    Since the last Dallas/Fort Worth Class B airspace modification in 
1996, the air traffic operations into and out of both DFW and DAL have 
changed dramatically due to increased traffic levels, a considerable 
different fleet mix, updated instrument approach and departure 
procedures, and airport infrastructure improvements. The Class B 
airspace configuration has not kept pace with airport expansions and 
increasing operations and the current design makes it difficult to 
comply with FAA's policy to contain certain aircraft operations within 
Class B airspace. For calendar years 2009, 2010, and 2011, DFW 
documented 638,782; 652,258; and 646,803 total airport operations and 
was rated 4th among all Commercial Service Airports with 26,663,984; 
27,100,656; and 27,518,358 passenger enplanements each year, 
respectively. During the same calendar year periods, DAL documented 
172,962; 168,544; and 179,198 total airport operations.
    Under the current Class B airspace configuration, aircraft 
routinely enter, exit, and then re-enter Class B airspace while flying 
published instrument approach procedures to DFW runway 13R, DAL runways 
31R and 31L, and DAL runways 13R and 13L, which is contrary to FAA 
Orders. Modeling of existing traffic flows has shown that the proposed 
Dallas/Fort Worth Class B airspace modifications would enhance safety 
by containing all instrument procedures, and associated traffic 
patterns, at DFW and DAL within the confines of Class B airspace and 
better segregate IFR aircraft arriving and departing DFW and DAL and 
the VFR aircraft operating in the vicinity of the Dallas/Fort Worth 
Class B airspace area. The proposed Class B airspace modifications 
described in this NPRM are intended to address these issues.

Changes Needed to Existing Class B Airspace

    The current Class B design does not fully contain large turbine-
powered aircraft flying instrument arrival procedures to DFW and DAL 
once they have entered the airspace as required by FAA policy. With a 
renewed safety emphasis on retaining all large turbine-powered aircraft 
within the Class B airspace to avoid mixing with other aircraft that 
are not in contact with Air Traffic Control (ATC), keeping those 
aircraft within the existing Dallas/Fort Worth Class B airspace is not 
always possible. For example, when operations are on a south flow, 
arrivals to DFW runway 13R flying straight-in from Bowie, TX, routinely 
exit the bottom of the Class B airspace shelf with a 5,000 foot MSL 
floor and re-enter the side of the Class B airspace shelf with a 4,000 
foot MSL floor. Approximately half of the arrivals to DAL runways 13R 
and 13L from the northeast exit the bottom of the Class B airspace 
shelf with a 3,000 foot MSL floor into the Addison, TX (ADS), Class D 
airspace and re-enter the side of the Class B airspace shelf with a 
2,000 foot MSL floor. When operations are on a north flow, aircraft 
arrivals to DAL runways 31R and 31L flying straight-in from Cedar 
Creek, TX, routinely exit the bottom of the Class B airspace shelf with 
a 4,000 foot MSL floor and re-enter the side of the Class B airspace 
shelf with a 2,500 foot MSL floor or the surface area, or they exit the 
bottom of the Class B airspace shelf with a 2,500 foot MSL floor and 
re-enter the side of the surface area.

Pre-NPRM Public Input

    In January 2008, an Ad Hoc Committee was formed to provide comments 
and recommendations for the FAA to consider in designing a proposed 
modification to the Dallas/Fort Worth Class B airspace area. The 
committee met three times between January and April, 2008, and 
forwarded three recommendations to the FAA on May 16, 2008. The Ad Hoc 
Committee membership consisted of representatives from the City of 
Dallas-Department of Aviation, Aircraft Owners and Pilots Association 
(AOPA), National Business Aviation Association (NBAA), Texas Soaring 
Association, Skydive Dallas, American and Southwest Airlines, and 
representatives from Addison Airport, TX (ADS); Lancaster Regional 
Airport, TX (LNC); and Mesquite Metro Airport, TX (HQZ).
    In addition, as announced in the Federal Register (73 FR 50258), 
informal airspace meetings were held on November 3, 2008, at the 
Lancaster Recreation Center, Lancaster, TX; on November 6, 2008, at the 
Cavanaugh Flight Museum, Addison, TX; on November 13, 2008, at the 
Denton Airport Terminal Building, Denton, TX; and on November 18, 2008, 
at the Mesquite Airport Terminal Building, Mesquite, TX. The purpose of 
these meetings was to provide interested airspace users with an 
opportunity to present their views and offer suggestions regarding 
planned modifications to the Dallas/Fort Worth Class B airspace area. 
All substantive comments received as a result of the informal airspace 
meetings and the recommendations made by the Ad Hoc Committee were 
considered in developing this proposal.

Discussion of Recommendations and Comments

Ad Hoc Committee Recommendations

    As a starting point for discussion, a preliminary Class B design 
was presented to the Ad Hoc Committee for review. In general, the 
preliminary design proposal consisted of lowering Class B airspace 
subarea floors within portions of existing Class B airspace northwest, 
north, and northeast of DFW and southeast of DAL to ensure containment 
of large turbine-powered aircraft flying instrument procedures within 
Class B airspace. Specifically, a portion of existing Class B airspace 
(Area G) northwest of DFW was lowered 1,000 feet to support aircraft 
flying instrument approaches to DFW runway 13R; portions of existing 
Class B airspace (Areas D, E, & F) north of DFW were lowered 500 feet 
to 1,000 feet to support aircraft flying instrument approaches to DFW 
runways 17R, 17C, and 17L and runways 18R and 18L; a portion of 
existing Class B airspace (Area D) northeast of DFW was lowered 500 
feet to support aircraft flying instrument approaches to DAL runways 
13R and 13L; and portions of existing Class B airspace (Areas C & E) 
southeast of DAL were lowered 1,000 feet to 1,500 feet to support 
aircraft flying instrument approaches to DAL runways 31R and 31L. The 
preliminary design also expanded the Class B airspace boundary north of 
DFW to a 30 nautical mile (NM) radius of the Point of Origin, over the 
Ray Roberts Lake, to contain aircraft within Class B airspace when DFW 
is on a southerly landing flow. The Ad Hoc Committee submitted three 
recommendations to the FAA regarding the proposed modifications of the 
DFW Class B airspace area.
    The Ad Hoc Committee was concerned with the proposed preliminary 
design that lowered a portion of existing Class B airspace (Area E) 
located southeast of DAL between 20-NM and 30-NM of the Point of Origin 
from a 4,000 feet MSL floor to a 2,500 feet MSL floor. They stated 
lowering the Class B airspace in this subarea to 2,500 feet MSL 
compromised safety by compressing general aviation traffic attempting 
to transit through that area. They recommended the FAA split this 
proposed subarea into two sections and raise the Class B airspace 
floors for one section to 3,000 feet MSL and the other to 4,000 feet 
MSL with the boundary between the two determined by the point where 
instrument approaches to the DAL runways 31R and 31L fall below 4,000 
feet MSL.

[[Page 4358]]

    The FAA accepted the Ad Hoc Committee's recommendation to split the 
proposed subarea and raise the Class B airspace floor altitude(s). 
After reviewing the DAL runway 31R and 31L arrival flight tracks from 
the southeast, the FAA determined a single, smaller Class B airspace 
subarea with the floor altitude raised would contain the instrument 
procedures and large turbine-powered aircraft flying the procedures 
within Class B airspace. The proposed subarea (Area I) has been reduced 
in size by half from the original design to only extend between 20-NM 
and 25-NM from the Point of Origin with the floor raised from 2,500 
feet MSL to 3,000 feet MSL. The FAA incorporated these proposal changes 
to overcome the Ad Hoc Committee's safety concerns of compressing 
general aviation aircraft flying in the area while still containing 
aircraft flying the instrument approaches to DAL runways 31R and 31L 
within Class B airspace.
    The Ad Hoc Committee was also concerned with the design of existing 
Class B airspace (Area D) northeast of DFW and directly over the ADS 
Class D airspace area that was lowered from 3,000 feet MSL to 2,500 
feet MSL. They commented that VFR aircraft entering and leaving the ADS 
Class D airspace area would be unnecessarily compressed with these 
changes and recommended the FAA determine an arc, parallel to the 
existing 10-NM Class B airspace surface area arc, to define a smaller 
Class B airspace subarea with a 2,500 foot MSL floor. They argued this 
mitigation would retain the existing ceiling on the North and East side 
of the ADS Class D airspace area and eliminate the possibility for the 
compression noted above.
    The FAA redefined the outer boundary of the proposed Class B 
airspace subarea with an arc, parallel to the 10-NM arc of the Class B 
surface area boundary, to prevent overlapping the entire ADS Class D 
airspace area with a 2,500 foot MSL Class B airspace floor. The FAA 
also reduced the size of the proposed subarea (Area F) by matching the 
outer boundary with the 13-NM arc of the adjacent existing Class B 
airspace (Area B) located north of DFW. The proposed Class B airspace 
subarea (Area F) would be established with a 2,500 foot MSL floor 
between the 10-NM and 13-NM arcs of the Point of Origin and the 
adjacent existing Class B airspace (Area B) segments. The Class B 
airspace located northeast of DFW outside the 13-NM arc from the Point 
of Origin would remain unchanged with the existing 3,000 foot MSL 
floor. Reducing the size of the proposed Class B airspace (Area F) 
would continue to support VFR aircraft ingressing and egressing ADS 
from/to the East without compression, as addressed by the Ad Hoc 
Committee, and ensure large turbine-powered aircraft flying instrument 
procedures to DAL runways 13R and 13L are contained within Class B 
airspace.
    Additionally, to overcome potential confusion, unintentional 
airspace incursions, or perceived flight safety issues associated with 
the ADS Class D airspace area having two different ceilings as a result 
of this proposed action, the FAA is also considering amending the ADS 
Class D airspace area with a single ceiling, ``to but not including 
2,500 feet MSL,'' as a separate airspace action. Consideration of this 
amendment action would not affect VFR aircraft ingressing and egressing 
ADS from/to the East, as noted by the Ad Hoc Committee.
    Lastly, the Ad Hoc Committee recommended the FAA use prominent 
visual landmarks to depict boundaries and redefine the northern 
boundary of the Dallas/Fort Worth Class B airspace area using the 
southern shore and dam of the Ray Roberts Lake or the secondary road 
that is adjacent to the lake. They reiterated the importance of new 
Class B airspace boundaries being defined by prominent visual landmarks 
for easy identification by non-participating VFR aircraft flying in the 
vicinity of those boundaries.
    The FAA agrees that using prominent landmarks, when available and 
supportive, to describe Class B airspace boundaries enables non-
participant VFR aircraft to visually identify the boundaries and to 
avoid unintended incursions into Class B airspace. As such, the 
northern boundary described in the proposed Dallas/Fort Worth Class B 
airspace area (new Area L) was changed from a 30-NM radius of the Point 
of Origin, which extends over the Ray Roberts Lake, to a boundary that 
is parallel to the existing northern boundary and intersects the 
southern-most point of the Ray Roberts Lake dam for visual reference by 
non-participating VFR aircraft.

Informal Airspace Meeting Comments

    Thirty-three comments and one petition signed by forty-one 
individuals addressed concerns with the Class B airspace extension 
north of DFW, which was designed to protect aircraft flying approaches 
from the north into DFW. The proposed extension involves lowering a 
portion of one existing Class B airspace subarea (Area D) from 3,000 
feet MSL to 2,500 feet MSL, as well as lowering a portion of the floors 
in two other existing subareas (Areas E and F) from 4,000 feet MSL to 
3,000 feet MSL over the Hidden Valley and Lakeview areas. The 
commenters requested that the existing Class B airspace floor be 
retained based on obstacle clearance issues with existing towers in the 
area; increased noise and emissions associated with large turbine-
powered aircraft and VFR aircraft flying at lower altitudes over 
residential areas; economic consequences to VFR aircraft based on 
increased fuel burn associated with flying at lower altitudes or longer 
distances to circumnavigate the new area; and safety implications 
associated with increased numbers of aircraft at the lower, compressed 
altitudes.
    The FAA reviewed the proposed Class B airspace extension north of 
DFW and alternatives available to contain the large turbine-powered 
aircraft flying instrument procedures within Class B airspace. In lieu 
of proposing to lower existing Class B airspace north of DFW as noted 
above, the FAA initiated procedural changes, which included modifying 
the instrument approach procedures and changing turn-on altitudes for 
aircraft flying approaches to DFW runways 17R, 17C, and 17L, and 
runways 18R and 18L. The FAA determined the procedural change actions 
would ensure consistent containment of large turbine-powered aircraft 
within Class B airspace and therefore is not pursuing this proposed 
Class B airspace modification north of DFW.
    Nine comments were received about the proposed lower Class B 
airspace extension southeast of DAL, with seven opposing the extension 
altogether and one suggesting to raise the Class B airspace floor for a 
segment of the proposed extension. Six of the commenters were concerned 
about compression of VFR aircraft and the lack of viable altitudes for 
bi-directional VFR flight in an area frequently used by VFR aircraft. 
Four of the commenters argued that lowering the Class B airspace 
extension would force Dallas Executive Airport (RBD) and Lancaster 
Regional Airport (LNC) departures flying East and Northeast to remain 
at low altitudes for extended distances until clear of the extension; 
create a narrow corridor between the towers located at Cedar Hill 
(southwest of RBD) and the proposed extension (southeast of RBD) that 
student pilots flying out of RBD would have to remain within; and 
increase the potential for numerous unintended incursions into the 
proposed extension. Lastly, one commenter highlighted increased noise 
concerns with large turbine-powered aircraft flying at lower altitudes 
inbound to DAL, and one commenter contended

[[Page 4359]]

DAL was not a primary airport and the associated instrument procedures 
were not required to be contained within Class B airspace.
    While the FAA acknowledges the commenters' concerns, the lower 
Class B airspace floors southeast of DAL are necessary to contain the 
existing large turbine-powered aircraft flying DAL instrument 
procedures in use today within Class B airspace. Lowering a portion of 
existing Class B airspace (Area C) southeast of DAL between 15-NM and 
20-NM of the Point of Origin from 2,500 feet MSL to 2,000 feet MSL, as 
well as a portion of existing Class B airspace (Area E) southeast of 
DAL between 20-NM and 25-NM of the Point of Origin, as proposed, would 
mitigate the commenters' concerns as much as possible while still 
containing large turbine-powered aircraft within Class B airspace. 
However, comments are invited on this proposal.
    The FAA also acknowledges that compression issues may result where 
pilots elect to fly below the floor of Class B airspace. The Dallas/
Fort Worth terminal area encompasses not only the FAA's fourth busiest 
airport (with over 686,000 airport operations in CY 2011), but also DAL 
in close proximity (with over 179,000 airport operations in CY 2011). 
Plus, there are numerous other airports situated in and around the 
Dallas/Fort Worth terminal area that contribute to the complex, high 
density airspace environment containing a very diverse mix of aircraft 
types and aviation activities. Currently, large turbine-powered 
aircraft and VFR aircraft are flying simultaneously in the same 
airspace. It is an essential safety requirement to segregate the DFW 
and DAL traffic from the non-participating VFR aircraft that may not be 
in communication with ATC. Consequently, some non-participating VFR 
aircraft may have to fly a little further, or at different altitudes, 
in order to remain clear of the proposed Class B airspace area. 
Ultimately, it is the pilot's responsibility to evaluate all factors 
that could affect a planned flight and determine the safest course of 
action whether it should be circumnavigating the Class B airspace, 
flying beneath the Class B airspace, utilizing a charted VFR flyway, or 
requesting Class B clearance from the Dallas/Fort Worth Terminal Radar 
Approach Control (TRACON).
    Seven commenters objected to lowering a portion of existing Class B 
airspace (Area D) northeast of DFW between 10-NM and 13-NM of the Point 
of Origin from 3,000 feet MSL to 2,500 feet MSL to establish a proposed 
Class B airspace Area F. The commenters again noted increased noise and 
flight safety concerns associated with a lower Class B airspace floor 
based on large turbine-powered jets flying lower and a portion of the 
ADS Class D airspace area being reduced 500 feet. One commenter was 
concerned the lower Class B airspace shelf would negatively impact 
flights into both ADS and DAL. Another commenter argued that the 
proposed lower Class B airspace northeast of DFW provided only a 500 
foot clearance between the floor of the Class B airspace and the JERIT 
final approach fix of the runway 15 ILS approach to ADS; highlighting 
that this minimal altitude separation jeopardized IFR traffic in both 
airspaces.
    The FAA considered the Ad Hoc Committee's recommendation to reduce 
the size of this proposed subarea (Area F), as discussed previously, 
and defined the outer boundary so the proposed subarea would not 
overlay the entire ADS Class D airspace area. The proposal retains the 
proposed 2,500 foot MSL floor, but reduces the lateral size of the 
proposed subarea (Area F) by adjusting the outer boundary to match the 
13-NM arc of the adjacent existing Class B airspace (Area B) segment 
located north of DFW. The proposed Class B airspace subarea (Area F) 
presented at the informal airspace meetings would be established with a 
2,500 foot MSL floor between the 10-NM and 13-NM arcs from the Point of 
Origin and the adjacent existing Class B airspace (Area B) segments. 
The existing Class B airspace located northeast of DFW outside the 13-
NM arc from the Point of Origin would remain unchanged. As previously 
mentioned, the proposed Class B airspace (Area F) would continue to 
support VFR aircraft ingressing and egressing ADS from/to the East 
without compression and would contain the large turbine-powered 
aircraft currently flying the instrument procedures to DAL runways 13R 
and 13L within Class B airspace. No adjustments or changes to existing 
traffic flows, traffic patterns, or assigned altitudes are anticipated 
as a result of this proposed Class B subarea. It is not expected that 
there would be an increase in noise or loss of flight safety associated 
with lower flying aircraft as a result of this proposal. Additionally, 
aircraft arriving and departing ADS would continue to be able to use 
existing landmarks. Further, aircraft operating in the ADS Class D and 
DFW Class B airspace areas northeast of DFW would continue to be 
positively controlled and required to be in contact with ATC (ADS 
control tower, DAL control tower, or DFW TRACON) using existing 
frequency procedures. This positive control and communication 
requirement would ensure established separation standards are applied 
and flight safety is not compromised.
    As mentioned before, to overcome potential confusion, unintentional 
airspace incursions, or perceived flight safety issues associated with 
the ADS Class D airspace area having two different ceilings, the FAA is 
also considering amending the ADS Class D airspace with a single 
ceiling, ``to but not including 2,500 feet MSL,'' as a separate 
airspace action. Consideration of this amendment would not affect VFR 
aircraft ingressing and egressing ADS from/to the East, VFR aircraft 
circumnavigating Class B airspace, or large turbine-powered aircraft 
flying instrument procedures to/from DAL.
    Two comments recommended the FAA consider incorporating the sliver 
of existing Class B airspace (Area B) located southwest and south of 
ADS [north of DAL] with a 2,000 foot MSL floor into the proposed Class 
B airspace subarea (Area F) northeast of DFW with a 2,500 foot MSL 
floor. The commenters offered that inclusion of the sliver of existing 
Class B airspace into a larger proposed Class B airspace extension 
northeast of DFW would reduce the complexity of Class B airspace in 
that area, as well as reduce the associated chart clutter.
    Including the sliver of existing Class B airspace (Area B) that has 
a 2,000 foot MSL floor into the proposed Area F with a 2,500 foot MSL 
floor would be counterproductive to the FAA's efforts to ensure large 
turbine-powered aircraft flying instrument procedures would be 
contained within Class B airspace. The sliver of existing Class B 
airspace (Area B) is necessary to contain aircraft descending to 2,000 
feet MSL for a 6-NM to 8-NM left base for turn-on to intercept the DAL 
ILS/RNAV/RNP approaches to runways 13R and 13L. This tight turn-on, 
from 2,000 feet MSL, to DAL is necessary to remain clear of air traffic 
landing at DFW on runway 17L.
    Conversely, lowering the proposed Class B airspace (Area F) 
northeast of DFW to reflect a 2,000 foot MSL floor to match the sliver 
of existing Class B airspace (Area B), to overcome chart clutter and 
airspace complexity concerns, would be inappropriate as it would 
incorporate more airspace in the Class B airspace configuration than is 
necessary. Therefore, the FAA is not proposing any amendment to the 
sliver of existing Class B airspace (Area B) discussed above.
    One commenter challenged the necessity of lowering the airspace 
extensions northwest of DFW and

[[Page 4360]]

southeast of DAL to contain the instrument procedures for DFW and DAL 
since the areas extend beyond the reliable ILS service volume distance 
of 18-NM as addressed in the Aeronautical Information Manual (paragraph 
1-1-9).
    The proposed Class B airspace extension southeast of DAL actually 
overlaps the ILS Localizer service area volumes supporting DAL runways 
31R and 31L. The ILS Localizer service volumes supporting DFW runways 
13R and 13L extend out the standard 18-NM; however, simultaneous ILS 
approach operations to those runways require the aircraft being turned 
onto parallel final approach courses be separated by 3 miles 
longitudinally, or 1,000 feet vertically until they are established on 
the final approach course. As such, the Class B airspace extension 
northwest of DFW was proposed with the minimum amount of airspace 
necessary to contain the large turbine-powered aircraft flying the 
procedures within Class B airspace.
    One commenter opposed lowering a portion of existing Class B 
airspace (Area G) located northwest of DFW from 5,000 feet MSL to the 
proposed 4,000 feet MSL, stating that the lower Class B airspace would 
force transient non-participating VFR aircraft to fly closer to 
multiple 3,000 foot towers located just northwest of the DFW Class B 
airspace area.
    The multiple 3,000 foot towers addressed by the commenter are 
located approximately 12-NM outside the nearest Dallas/Fort Worth Class 
B airspace area boundary. The nearest existing Class B airspace subarea 
(Area F) to these towers has a 4,000 foot MSL floor and is not affected 
by this action. Lowering a portion of existing Class B airspace (Area 
G) from 5,000 feet MSL to 4,000 feet MSL would also not affect any VFR 
aircraft operating in the vicinity of the towers.
    Lastly, one comment was received stating that unless additional 
data could be provided, the 11,000 foot MSL ceiling of the Dallas/Fort 
Worth Class B airspace area was not needed. The commenter recommended 
the FAA take note of other busy terminal airspace areas that do not use 
such a high ceiling; using the New York City Class B and Boston Class B 
airspaces with 7,000 foot MSL ceilings as examples. The commenter 
further determined that the DFW Class B airspace area could safely 
operate with a ceiling of 8,500 feet MSL and argued this would have a 
positive impact on all airspace users by decongesting air traffic 
control frequencies and permitting non-participating VFR pilots to 
transition the DFW Class B airspace area without the need to contact 
the Dallas/Fort Worth TRACON.
    Although other locations have Class B airspace ceilings lower than 
the Dallas/Fort Worth Class B airspace area, Class B airspace 
dimensions are individually tailored to meet site-specific 
requirements. The Class B airspace area proposed in this action is the 
minimum amount of airspace necessary to contain large turbine-powered 
aircraft flying instrument arrival and departure procedures within 
Class B airspace. Additionally, the existing 10,000 foot/11,000 foot 
MSL Dallas/Fort Worth Class B airspace ceiling was established in 1996 
(61 FR 47815) to accommodate arriving aircraft using standard 
instrument arrival routes and departing aircraft using standard 
instrument departure routes into and out of the DFW Metroplex area. 
Lowering the Class B airspace area ceilings would mix the large 
turbine-powered aircraft flying on the eight primary arrival and 
sixteen departure routes to and from DFW and DAL, transitioning between 
the en route and terminal airspace environments, with the uncontrolled 
VFR aircraft transiting over the top of the Class B airspace area. By 
keeping the Dallas/Fort Worth Class B airspace ceilings unchanged at 
10,000 feet/11,000 feet MSL, the FAA is able to provide positive 
control to IFR aircraft arriving and departing DFW and DAL and the VFR 
aircraft that have obtained Class B airspace clearances from the non-
participating VFR aircraft transiting in the vicinity of the Class B 
airspace area. Having VFR aircraft that are not in communication with 
ATC operating in this terminal airspace area reduces the margin of 
safety in the high volume airspace surrounding the FAA's fourth busiest 
airport. For these reasons, the FAA is not proposing to change the 
Dallas/Fort Worth Class B airspace area ceilings.

The Proposal

    The FAA is proposing an amendment to Title 14 of the Code of 
Federal Regulations (14 CFR) part 71 to modify the Dallas/Fort Worth, 
TX, Class B airspace area. This action (depicted on the attached chart) 
proposes to lower the northern portion of existing Area G located 
northwest of DFW to 4,000 feet MSL, lower a portion of existing Area D 
located northeast of DFW between the 10-NM and 13-NM arcs from the 
Point of Origin to 2,500 feet MSL, lower approximately the southern 
half of existing Area C located southeast of DAL to 2,000 feet MSL, 
lower a portion of existing Area E located southeast of DAL between the 
20-NM and 25-NM arcs from the Point of Origin to 3,000 feet MSL, and 
redefine the northern boundary of the Class B airspace area using the 
Ray Roberts Lake dam. The Class B airspace ceiling would remain 
unchanged. These proposed modifications to the Dallas/Fort Worth Class 
B airspace area would provide the minimum airspace necessary to contain 
the existing large turbine-powered aircraft flying instrument 
procedures to and from DFW and DAL within the confines of Class B 
airspace.
    Except for existing Area A, which extends upward from the surface 
to and including 11,000 feet MSL within an area surrounding the point 
of origin, DFW, and DAL, the proposed descriptions of all other 
subareas that make up the Dallas/Fort Worth Class B airspace area would 
be reconfigured, re-described, and realigned by geographic position in 
relation to the point of origin, rather than the previous practice of 
combining geographically separate areas that share a common altitude 
floor into one large, complex subarea description. The current Dallas/
Fort Worth Class B airspace area consists of eight subareas (A through 
H) while the proposed configuration would consist of fourteen subareas 
(A through N). The proposed revisions to the Dallas/Fort Worth Class B 
airspace area, by subarea, are outlined below.
    Area A. Area A is the surface area that extends from the surface up 
to 11,000 feet MSL. The FAA is not proposing any changes to Area A.
    Area B. Area B extends upward from 2,000 feet MSL to 11,000 feet 
MSL in the Class B airspace contained in the current Area B that is 
located north, west, and south of DFW. The FAA is not proposing any 
changes to this portion of that Class B airspace.
    Area C. Area C extends upward from 2,000 feet MSL to 11,000 feet 
MSL in the Class B airspace contained in the current Area B that is 
located east of DFW. The FAA is not proposing any changes to this 
portion of that Class B airspace.
    Area D. Area D is a new area extending upward from 2,000 feet MSL 
to 11,000 feet MSL located southeast of DAL from the Cowboy VOR/DME 
(CVE) 117[deg]T/111[deg]M radial clockwise to the 129[deg]T/123[deg]M 
bearing from the Point of Origin and between 15-NM and 20-NM of the 
Point of Origin. This new area would lower a portion of Class B 
airspace contained in the current Area C, south of the CVE 117[deg]T/
111[deg]M radial, by 500 feet to overcome the issue of aircraft 
arriving DAL runways 31R and 31L from the southeast exiting the bottom 
of the Class B airspace shelf with a 2,500 foot MSL floor and then

[[Page 4361]]

reentering the side of the Class B airspace surface area.
    Area E. Area E extends upward from 2,500 feet MSL to 11,000 feet 
MSL in the Class B airspace contained in the current Area C that is not 
incorporated in the new Area D described above. The FAA is not 
proposing any changes to this Class B airspace.
    Area F. Area F is a new area extending upward from 2,500 feet MSL 
to 11,000 feet MSL located northeast of DFW from the 023[deg]T/
017[deg]M bearing from the Point of Origin clockwise to Interstate I-
635 and between 10-NM and 13-NM of the Point of Origin. This new area 
would lower a portion of Class B airspace contained in the current Area 
D, northeast of DFW, by 500 feet to overcome the issue of aircraft 
arriving DAL runways 13R and 13L from the northeast exiting the bottom 
of the Class B airspace shelf with a 3,000 foot MSL floor, flying 
through the ADS Class D airspace area, and then reentering the side of 
the Class B airspace shelf with a 2,000 foot MSL floor or the side of 
the Class B airspace surface area.
    Area G. Area G extends upward from 3,000 feet MSL to 11,000 feet 
MSL in the Class B airspace contained in the current Area D that is 
located south of DFW. The FAA is not proposing any changes to this 
portion of that Class B airspace.
    Area H. Area H extends upward from 3,000 feet MSL to 11,000 feet 
MSL in the Class B airspace contained in the current Area D that is 
located north of DFW and not incorporated in the new Area F described 
above. The FAA is not proposing any changes to this Class B airspace.
    Area I. Area I is a new area extending upward from 3,000 feet MSL 
to 11,000 feet MSL located southeast of DAL from the Cowboy VOR/DME 
(CVE) 117[deg]T/111[deg]M radial clockwise to the 129[deg]T/123[deg]M 
bearing from the Point of Origin between 20-NM and 25-NM of the Point 
of Origin. This new area would lower a portion of Class B airspace 
contained in the current Area E by 1,000 feet to overcome the issue of 
aircraft arriving DAL runways 31R and 31L from the southeast exiting 
the bottom of the Class B airspace shelf with a 4,000 foot MSL floor 
and then reentering the side of the Class B airspace shelf with a 2,500 
foot MSL floor.
    Area J. Area J extends upward from 4,000 feet MSL to 11,000 feet 
MSL in the Class B airspace contained in the current Area E with an 
extension northwest of DFW that would include a portion of Class B 
airspace contained in the current Area G, northwest of the 311[deg]T/
305[deg]M bearing from the Point of Origin. This new area would 
overcome the issue of aircraft arriving DFW runways 13R and 13L from 
the northwest exiting the bottom of the Class B airspace shelf with a 
5,000 foot MSL floor and then reentering the side of the Class B 
airspace shelf with a 4,000 foot MSL floor.
    Area K. Area K extends upward from 4,000 feet MSL to 10,000 feet 
MSL in the Class B airspace contained in the current Area F that is 
located south of DFW. The FAA is not proposing any changes to this 
portion of that Class B airspace.
    Area L. Area L extends upward from 4,000 feet MSL to 10,000 feet 
MSL in the Class B airspace contained in the current Area F that is 
located north of DFW. The FAA is proposing to extend the northern 
boundary further north, parallel to the existing boundary, to intercept 
the southern-most point of the Ray Roberts Lake dam for visual 
reference.
    Area M. Area M extends upward from 5,000 feet MSL to 11,000 feet 
MSL in the remaining portion of Class B airspace contained in the 
current Area G that is not incorporated in the new Area J described 
above. The FAA is not proposing any changes to this Class B airspace.
    Area N. Area N extends upward from 6,000 feet MSL to 11,000 feet 
MSL in the Class B airspace contained in the current Area H. The FAA is 
not proposing any changes to this Class B airspace.
    Finally, this proposed action would update the DFW airport 
reference point (ARP) coordinates and includes the Cowboy VOR/DME (CVE) 
navigation aid information in the Class B airspace legal description to 
reflect current National Airspace System data.
    Implementation of these proposed modifications to the Dallas/Fort 
Worth Class B airspace area would ensure the containment of instrument 
procedures and large turbine-powered aircraft flying those procedures 
within Class B airspace, as required by FAA directives, and enhance the 
efficient use of the airspace, the management of aircraft operations, 
and flight safety in the DFW and DAL terminal area.
    All radials listed in the Dallas/Fort Worth Class B airspace 
description in this NPRM are stated in degrees relative to both True 
North and Magnetic North. Additionally, all geographic coordinates for 
this proposed action are stated in degrees, minutes, and seconds based 
on North American Datum 83.
    Class B airspace areas are published in paragraph 3000 of FAA Order 
7400.9W, Airspace Designations and Reporting Points, dated August 8, 
2012, and effective September 15, 2012, 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.

Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires 
that the FAA consider the impact of paperwork and other information 
collection burdens imposed on the public. We have determined that there 
is no new information collection requirement associated with this NPRM.

Regulatory Evaluation Summary

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 and Executive Order 13563 
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 (Public Law 96-354) requires agencies to analyze the economic 
impact of regulatory changes on small entities. Third, the Trade 
Agreements Act (Pub. L. 96-39) prohibits agencies from setting 
standards that create unnecessary obstacles to the foreign commerce of 
the United States. In developing U.S. standards, the Trade Act requires 
agencies to consider international standards and, where appropriate, 
that they be the basis of U.S. standards. Fourth, the Unfunded Mandates 
Reform Act of 1995 (Pub. L. 104-4) requires agencies to prepare a 
written assessment of the costs, benefits, and other effects of 
proposed or final rules that include a Federal mandate likely to result 
in the expenditure by State, local, or tribal governments, in the 
aggregate, or by the private sector, of $100 million or more annually 
(adjusted for inflation with base year of 1995). This portion of the 
preamble summarizes the FAA's analysis of the economic impacts of this 
proposed rule.
    Department of Transportation Order DOT 2100.5 prescribes policies 
and procedures for simplification, analysis, and review of regulations. 
If the expected cost impact is so minimal that a proposed or final rule 
does not warrant a full evaluation, this order permits that a statement 
to that effect and the basis for it be included in the preamble if a 
full regulatory evaluation of the cost and benefits is not prepared. 
Such a determination has been made for this proposed rule. The 
reasoning for this determination follows:
    This action proposes to modify the DFW Class B airspace area to 
ensure the containment of large turbine-powered aircraft flying 
instrument procedures to

[[Page 4362]]

and from the Dallas/Fort Worth International Airport and Dallas Love 
Field Airport within Class B airspace, reduce controller workload, and 
reduce the potential for near midair collision in the DFW terminal 
area. It lowers the Class B airspace floor in some sections to 
encompass existing IFR traffic. Lowering the floor of the Class B 
airspace would increase safety by segregating large turbine-powered 
aircraft from aircraft that may not be in contact with ATC. It would 
reduce air traffic controller workload by reducing the number of radio 
communications that air traffic controllers must use to inform IFR 
aircraft when they are leaving and re-entering Class B airspace. This 
would reduce the amount of distraction that air traffic controllers 
face in issuing these communications and free radio time for more 
important control instructions. IFR traffic would not be rerouted as a 
result of this proposal.
    The proposed airspace restructuring would result in safety benefits 
and increased operational efficiencies. This rule would enhance safety 
by reducing the number of aircraft entering, exiting, and reentering 
Class B airspace and consequently reducing air traffic controller 
workload and radio frequency congestion. By expanding the Class B 
airspace area where aircraft are subject to certain operating rules and 
equipment requirements it would also reduce the potential for midair 
collisions. The proposed modification of the Class B airspace would 
provide operational advantages as well by establishing necessary 
airspace for controllers to sequence aircraft within Class B airspace 
and thereby reducing the need for controllers to vector arrivals and 
departures to avoid nonparticipating traffic. The change may cause some 
VFR pilots to have to choose between flying below Class B airspace, 
circumnavigating the Class B airspace area, or requesting Class B 
clearance to transition the area. This has the potential of increasing 
costs to VFR operations if the alternative routes are longer, take more 
time and burn more fuel. However, due to the specific restructuring we 
do not anticipate that VFR flights would have to travel far to 
circumnavigate the new proposed Class B airspace.
    The FAA expects an increase in safety, some operational 
efficiencies from the larger Class B airspace offset slightly by 
possible VFR re-routings resulting in minimal cost overall. The 
proposal would not require updating of materials outside the normal 
update cycle, and would not require rerouting of IFR traffic. The 
expected outcome would be a minimal impact with positive net benefits, 
and a regulatory evaluation was not prepared. The FAA requests comments 
with supporting justification about the FAA determination of minimal 
impact.
    The FAA has, therefore, determined that this proposed rule is not a 
``significant regulatory action'' as defined in section 3(f) of 
Executive Order 12866, and is not ``significant'' as defined in DOT's 
Regulatory Policies and Procedures.

Initial Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation. To achieve this principle, agencies are required 
to solicit and consider flexible regulatory proposals and to explain 
the rationale for their actions to assure that such proposals are given 
serious consideration.'' The RFA covers a wide-range of small entities, 
including small businesses, not-for-profit organizations, and small 
governmental jurisdictions.
    Agencies must perform a review to determine whether a rule will 
have a significant economic impact on a substantial number of small 
entities. If the agency determines that it will, the agency must 
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to 
have a significant economic impact on a substantial number of small 
entities, section 605(b) of the RFA provides that the head of the 
agency may so certify and a regulatory flexibility analysis is not 
required. The certification must include a statement providing the 
factual basis for this determination, and the reasoning should be 
clear.
    The proposed rule is expected to improve safety and efficiency by 
redefining Class B airspace boundaries and would impose only minimal 
costs because it would not require rerouting of IFR traffic, could 
possibly cause some VFR aircraft to travel alternative routes that are 
not expected to be appreciably longer than with the current airspace 
design, and would not require updating of materials outside the normal 
update cycle. Therefore, the expected outcome would be a minimal 
economic impact on small entities affected by this rulemaking action.
    Therefore, the FAA certifies this proposed rule, if promulgated, 
would not have a significant impact on a substantial number of small 
entities. The FAA solicits comments regarding this determination. 
Specifically, the FAA requests comments on whether the proposed rule 
creates any specific compliance costs unique to small entities. Please 
provide detailed economic analysis to support any cost claims. The FAA 
also invites comments regarding other small entity concerns with 
respect to the proposed rule.

International Trade Impact Assessment

    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the 
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal 
agencies from establishing standards or engaging in related activities 
that create unnecessary obstacles to the foreign commerce of the United 
States. Pursuant to these Acts, the establishment of standards is not 
considered an unnecessary obstacle to the foreign commerce of the 
United States, so long as the standard has a legitimate domestic 
objective, such as the protection of safety, and does not operate in a 
manner that excludes imports that meet this objective. The statute also 
requires consideration of international standards and, where 
appropriate, that they be the basis for U.S. standards. The FAA has 
assessed the potential effect of this proposed rule and determined that 
it would have only a domestic impact and therefore no effect on 
international trade.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement 
assessing the effects of any Federal mandate in a proposed or final 
agency rule that may result in an expenditure of $100 million or more 
(in 1995 dollars) in any one year by State, local, and tribal 
governments, in the aggregate, or by the private sector; such a mandate 
is deemed to be a ``significant regulatory action.'' The FAA currently 
uses an inflation-adjusted value of $143.1 million in lieu of $100 
million. This proposed rule does not contain such a mandate; therefore, 
the requirements of Title II of the Act do not apply.

Environmental Review

    This proposal will be subject to an environmental analysis in 
accordance with FAA Order 1050.1E, ``Environmental Impacts: Policies 
and Procedures,'' prior to any FAA final regulatory action.

[[Page 4363]]

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, B, C, D, AND E AIRSPACE AREAS; AIR 
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

0
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]

0
2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9W, Airspace Designations and 
Reporting Points, dated August 8, 2012, and effective September 15, 
2012, is amended as follows:

Paragraph 3000 Class B airspace.

* * * * *

ASW TX B Dallas/Fort Worth, TX [Amended]

Dallas/Fort Worth International Airport (Primary Airport)
    (Lat. 32[deg]53'49'' N., long. 97[deg]02'17'' W.)
Point of Origin
    (Lat. 32[deg]51'57'' N., long. 97[deg]01'41'' W.)
Cowboy VOR/DME (CVE)
    (Lat. 32[deg]53'25'' N., long. 96[deg]54'14'' W.)
    Boundaries.

    Area A. That airspace extending upward from the surface to and 
including 11,000 feet MSL within an area bounded by a line beginning 
at the intersection of the 10-NM radius from the Point of Origin and 
Josey Lane at lat. 32[deg]59'08'' N., long. 96[deg]53'26'' W., 
thence southbound along Josey Lane to intersect Forest Lane at lat. 
32[deg]54'34'' N., long. 96[deg]52'54'' W., thence eastbound along 
Forest Lane to intersect the 15-NM radius from the Point of Origin 
at lat. 32[deg]54'33'' N., long. 96[deg]44'07'' W., thence clockwise 
along the 15-NM radius to intersect the 129[deg]T/123M bearing from 
the Point of Origin at lat. 32[deg]42'29'' N., long. 96[deg]47'52'' 
W., thence northwest along the 129[deg]T/123[deg]M bearing to 
intersect I-30 at lat. 32[deg]46'04'' N., long. 96[deg]53'07'' W., 
thence west along I-30 to intersect the 7-NM radius from the Point 
of Origin at lat. 32[deg]45'34'' N., long. 97[deg]05'07'' W., thence 
clockwise along the 7-NM radius to intersect the 310[deg]T/304[deg]M 
bearing from the Point of Origin at lat. 32[deg]56'27'' N., long. 
97[deg]08'03'' W., thence northwest along the 310[deg]T/304[deg]M 
bearing to intersect the 10-NM radius from the Point of Origin at 
lat. 32[deg]58'23'' N., long. 97[deg]10'47'' W., thence clockwise 
along the 10-NM radius to the point of beginning.
    Area B. That airspace extending upward from 2,000 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 10-NM radius from the Point of 
Origin and the 310[deg]T/304[deg]M bearing from the Point of Origin 
at lat. 32[deg]58'23'' N., long. 97[deg]10'47'' W., thence southeast 
along the 310[deg]T/304[deg]M bearing to intersect the 7-NM radius 
from the Point of Origin at lat. 32[deg]56'27'' N., long. 
97[deg]08'03'' W., thence counterclockwise along the 7-NM radius to 
intersect I-30 at lat. 32[deg]45'34'' N., long. 97[deg]05'07'' W., 
thence east along I-30 to intersect the 129[deg]T/123[deg]M bearing 
from the Point of Origin at lat. 32[deg]46'04'' N., long. 
96[deg]53'07'' W., thence southeast on the 129[deg]T/123[deg]M 
bearing to intersect the 10-NM radius from the Point of Origin at 
lat. 32[deg]45'38'' N., long. 96[deg]52'28'' W., thence clockwise 
along the 10-NM radius to intersect SH-303 at lat. 32[deg]42'23'' 
N., long. 96[deg]58'18'' W., thence west along SH-303 to intersect 
the 10-NM radius from the Point of Origin at lat. 32[deg]42'29'' N., 
long. 97[deg]05'30'' W., thence clockwise along the 10-NM radius to 
intersect the 300[deg]T/294[deg]M bearing from the Point of Origin 
at lat. 32[deg]56'57'' N., long. 97[deg]11'58'' W., thence northwest 
along the 300[deg]T/294[deg]M bearing to intersect the 13-NM radius 
from the Point of Origin at lat. 32[deg]58'27'' N., long. 
97[deg]15'04'' W., thence clockwise along the 13-NM radius to 
intersect the 023[deg]T/017[deg]M bearing from the Point of Origin 
at lat. 33[deg]03'56'' N., long. 96[deg]55'38'' W., thence southwest 
along the 023[deg]T/017[deg]M bearing to intersect the 10-NM radius 
from the Point of Origin at lat. 33[deg]01'10'' N., long. 
96[deg]57'02'' W., thence counterclockwise along the 10-NM radius to 
the point of beginning.
    Area C. That airspace extending upward from 2,000 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 10-NM radius from the Point of 
Origin and Josey Lane at lat. 32[deg]59'08'' N., long. 
96[deg]53'26'' W., thence southbound along Josey Lane to intersect 
Forest Lane at lat. 32[deg]54'34'' N., long. 96[deg]52'54'' W., 
thence eastbound along Forest Lane to intersect the 15-NM radius 
from the Point of Origin at lat. 32[deg]54'33'' N., long. 
96[deg]44'07'' W., thence counter-clockwise along the 15-NM radius 
to intersect I-635 at lat. 32[deg]54'42'' N., long. 96[deg]44'09'' 
W., thence west along I-635 to intersect the 10-NM radius from the 
Point of Origin at lat. 32[deg]55'25'' N., long. 96[deg]50'32'' W., 
thence counterclockwise along the 10-NM radius to the Point of 
beginning.
    Area D. That airspace extending from 2,000 feet MSL up to and 
including 11,000 feet MSL within an area bounded by a line beginning 
at the intersection of the CVE 117[deg]T/111[deg]M radial and the 
15-NM radius from the Point of Origin at lat. 32[deg]49'06'' N., 
long. 96[deg]44'12'' W., thence clockwise along the 15-NM radius to 
intersect the 129[deg]T/123[deg]M bearing from the Point of Origin 
at lat. 32[deg]42'29'' N., long. 96[deg]47'52'' W., thence southeast 
along the 129[deg]T/123[deg]M bearing to intersect the 20 NM radius 
from the Point of Origin at lat. 32[deg]39'19'' N., long. 
96[deg]43'16'' W., thence counterclockwise along the 20-NM radius to 
intersect the CVE 117[deg]T/111[deg]M radial at lat. 32[deg]46'45'' 
N., long. 96[deg]38'46'' W., thence northwest along the CVE 
117[deg]T/111[deg]M radial to the point of beginning.
    Area E. That airspace extending upward from 2,500 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of I-635 and the 15-NM radius from the 
Point of Origin at lat. 32[deg]54'42'' N., long. 96[deg]44'09'' W., 
thence clockwise along the 15-NM radius to intersect the CVE 
117[deg]T/111[deg]M radial at lat. 32[deg]49'06'' N., long. 
96[deg]44'12'' W., thence southeast along the CVE 117[deg]T/
111[deg]M radial to intersect the 20-NM radius from the Point of 
Origin at lat. 32[deg]46'45'' N., long. 96[deg]38'46'' W., thence 
counterclockwise along the 20-NM radius to intersect I-635 at lat. 
32[deg]50'40'' N., long. 96[deg]38'03'' W., thence northwest along 
I-635 to the point of beginning.
    Area F. That airspace extending upward from 2,500 feet MSL, to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 023[deg]T/017[deg]M bearing 
from the Point of Origin and the 13-NM radius from the Point of 
Origin at lat. 33[deg]03'56'' N., long. 96[deg]55'38'' W., thence 
clockwise along the 13-NM radius to intersect I-635 at lat. 
32[deg]55'26'' N., long. 96[deg]46' 49'' W., thence west along I-635 
to intersect the 10-NM radius from the Point of Origin at lat. 
32[deg]55'25'' N., long. 96[deg]50'32'' W., thence counterclockwise 
along the 10-NM radius to intersect the 023[deg]T/017[deg]M bearing 
from the Point of Origin at lat. 33[deg]01'10'' N., long. 
96[deg]57'02'' W., thence northeast along the 023[deg]T/017[deg]M 
bearing to the point of beginning.
    Area G. That airspace extending upward from 3,000 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 300[deg]T/294[deg]M bearing 
from the Point of Origin and the 10-NM radius from the Point of 
Origin at lat. 32[deg]56'57'' N., long. 97[deg]11'58'' W., thence 
counterclockwise along the 10-NM radius to intersect SH-303 at lat. 
32[deg]42'29'' N., long. 97[deg]05'30'' W., thence east along SH-303 
to intersect the 10-NM radius from the Point of Origin at lat. 
32[deg]42'23'' N., long. 96[deg]58'18'' W., thence counterclockwise 
along the 10-NM radius to intersect the 129[deg]T/123[deg]M bearing 
from the Point of Origin at lat. 32[deg]45'38'' N., long. 
96[deg]52'28'' W., thence southeast along the 129[deg]T/123[deg]M 
bearing to intersect the 20-NM radius from the Point of Origin at 
lat. 32[deg]39'19'' N., long. 96[deg]43'16'' W., thence clockwise 
along the 20-NM radius to intersect the 217[deg]T/211[deg]M bearing 
from the Point of Origin at lat. 32[deg]35'56'' N., long. 
97[deg]15'56'' W., thence northeast along the 217[deg]T/211[deg]M 
bearing to intersect the 13-NM radius from the Point of Origin at 
lat. 32[deg]41'32'' N., long. 97[deg]10'57'' W., thence clockwise 
along the 13-NM radius to intersect the 300[deg]T/294[deg]M bearing 
from the Point of Origin at lat. 32[deg]58'27'' N., long. 
97[deg]15'04'' W., thence southeast along the 300[deg]T/294[deg]M 
bearing to the point of beginning.
    Area H. That airspace extending upward from 3,000 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 13-NM radius from the Point of 
Origin and the 300[deg]T/294[deg]M bearing from the Point of Origin 
at lat. 32[deg]58'27'' N., long. 97[deg]15'04'' W., thence northwest 
along the 300[deg]T/294[deg]M bearing to intersect the 20-NM radius 
from the Point of Origin at lat. 33[deg]01'56'' N., long. 
97[deg]22'17'' W., thence clockwise along the 20-NM radius to 
intersect I-635 at lat. 32[deg]50'40''

[[Page 4364]]

N., long. 96[deg]38'03'' W., thence northwest along I-635 to 
intersect the 13-NM radius from the Point of Origin at lat. 
32[deg]55'26'' N., long. 96[deg]46'49'' W., thence counterclockwise 
along the 13-NM radius to the point of beginning.
    Area I. That airspace extending upward from 3,000 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20-NM radius from the Point of 
Origin and the 129[deg]T/123[deg]M bearing from the Point of Origin 
at lat. 32[deg]39'19'' N., long. 96[deg]43'16'' W., thence southeast 
along the 129[deg]T/123[deg]M bearing to intersect the 25-NM radius 
from the Point of Origin at lat. 32[deg]36'09'' N., long. 
96[deg]38'41'' W., thence counterclockwise along the 25-NM radius to 
intersect the CVE 117[deg]T/111[deg]M radial at lat. 32[deg]44'25'' 
N., long. 96[deg]33'24'' W., thence northwest along the CVE 
117[deg]T/111[deg]M radial to intersect the 20-NM radius from the 
Point of Origin at lat. 32[deg]46'45'' N., long. 96[deg]38'46'' W., 
thence clockwise along the 20-NM radius to the point of beginning.
    Area J. That airspace extending upward from 4,000 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 217[deg]T/211[deg]M bearing 
from the Point of Origin and the 20-NM radius from the Point of 
Origin at lat. 32[deg]35'56'' N., long. 97[deg]15'56'' W., thence 
counterclockwise along the 20-NM radius to intersect the 129[deg]T/
123[deg]M bearing from the Point of Origin at lat. 32[deg]39'19'' 
N., long. 96[deg]43'16'' W., thence southeast along the 129[deg]T/
123[deg]M bearing to intersect the 25-NM radius from the Point of 
Origin at lat. 32[deg]36'09'' N., long. 96[deg]38'41'' W., thence 
counterclockwise along the 25-NM radius to intersect the CVE 
117[deg]T/111[deg]M radial at lat. 32[deg]44'25'' N., long. 
96[deg]33'24'' W., thence northwest along the CVE 117[deg]T/
111[deg]M radial to intersect the 20-NM radius from the Point of 
Origin at lat. 32[deg]46'45'' N., long. 96[deg]38'46'' W., thence 
counterclockwise along the 20-NM radius to intersect the 300[deg]T/
294[deg]M bearing from the Point of Origin at lat. 33[deg]01'56'' 
N., long. 97[deg]22'17'' W., thence southeast along the 300[deg]T/
294[deg]M bearing to intersect the 13-NM radius from the Point of 
Origin at lat. 32[deg]58'27'' N., long. 97[deg]15'04'' W., thence 
counterclockwise along the 13-NM radius to intersect the 217[deg]T/
211[deg]M bearing from the Point of Origin at lat. 32[deg]41'32'' 
N., long. 97[deg]10'57'' W., thence southwest along the 217[deg]T/
211[deg]M bearing to intersect the 20-NM radius from the Point of 
Origin at lat. 32[deg]35'56'' N., long. 97[deg]15'56'' W., thence 
clockwise along the 20-NM radius to intersect I-20 at lat. 
32[deg]39'56'' N., long. 97[deg]20'39'' W., thence west along I-20 
to intersect I-820 at lat. 32[deg]41'51'' N., long. 97[deg]28'14'' 
W., thence north along I-820 to intersect the 23-NM radius from the 
Point of Origin at lat. 32[deg]46'46'' N., long. 97[deg]28'17'' W., 
thence clockwise along the 23-NM radius to intersect the 311[deg]T/
305[deg]M bearing from the Point of Origin at lat. 33[deg]07'02'' 
N., long. 97[deg]22'21'' W., thence northwest along the 311[deg]T/
305[deg]M bearing to intersect the 30-NM radius from the Point of 
Origin at lat. 33[deg]11'37'' N., long. 97[deg]28'40'' W., thence 
clockwise along the 30-NM radius to intersect the 315[deg]T/
309[deg]M bearing from the Point of Origin at lat. 33[deg]13'10'' 
N., long. 97[deg]26'58'' W., thence east to the intersection of the 
041[deg]T/035[deg]M bearing of the Point of Origin and the 30-NM 
radius from the Point of Origin at lat. 33[deg]14'36'' N., long. 
96[deg]38'13'' W., thence clockwise along the 30-NM radius to 
intersect the 138[deg]T/132[deg]M bearing from the Point of Origin 
at lat. 32[deg]29'34'' N., long. 96[deg]37'57'' W., thence west to 
the intersection of the 217[deg]T/211[deg]M bearing from the Point 
of Origin and the 28.3 NM radius from the Point of Origin at lat. 
32[deg]29'17'' N., long. 97[deg]21'49'' W., thence northeast along 
the 217[deg]T/211[deg]M bearing to the point of beginning.
    Area K. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 138[deg]T/132[deg]M bearing 
from the Point of Origin and the 30-NM radius from the Point of 
Origin at lat. 32[deg]29'34'' N., long. 96[deg]37'57'' W., thence 
clockwise along the 30-NM radius to intersect the 149[deg]T/
143[deg]M bearing from the Point of Origin at lat. 32[deg]26'10'' 
N., long. 96[deg]43'26'' W., thence west to the intersection of the 
210[deg]T/204[deg]M bearing from the Point of Origin and the 30-NM 
radius from the Point of Origin at lat. 32[deg]25'54'' N., long. 
97[deg]19'24'' W., thence clockwise along the 30-NM radius to 
intersect the 217[deg]T/211[deg]M bearing from the Point of Origin 
at lat. 32[deg]27'55'' N., long. 97[deg]23'01'' W., thence northeast 
along the 217[deg]T/211[deg]M bearing to intersect the 28.3-NM 
radius from the Point of Origin at lat. 32[deg]29'17'' N., long. 
97[deg]21'49'' W., thence east to the point of beginning.
    Area L. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 315[deg]T/309[deg]M bearing 
from the Point of Origin and the 30-NM radius from the Point of 
Origin at lat. 33[deg]13'10'' N., long. 97[deg]26'58'' W., thence 
clockwise along the 30-NM radius to the intersection of the 30-NM 
radius from the Point of Origin and the 344[deg]T/338[deg]M bearing 
from the Point of Origin at lat. 33[deg]20'50'' N., long. 
97[deg]11'33'' W., thence east to the intersection of the 012[deg]T/
006[deg]M bearing from the Point of Origin and the 30-NM radius from 
the Point of Origin at lat. 33[deg]21'21'' N., long. 96[deg]54'14'' 
W., thence clockwise along the 30-NM radius to intersect the 
041[deg]T/035[deg]M bearing from the Point of Origin at lat. 
33[deg]14'36'' N., long. 96[deg]38'13'' W., thence west to the point 
of beginning.
    Area M. That airspace extending upward from 5,000 feet MSL up to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 311[deg]T/305[deg]M bearing 
from the Point of Origin and the 30-NM radius from the Point of 
Origin at lat. 33[deg]11'37'' N., long. 97[deg]28'40'' W., thence 
counterclockwise along the 30-NM radius to intersect the 293[deg]T/
287[deg]M bearing from the Point of Origin at lat. 33[deg]03'37'' 
N., long. 97[deg]34'32'' W., thence southeast along the 293[deg]T/
287[deg]M bearing to intersect the 26-NM radius from the Point of 
Origin at lat. 32[deg]02'04'' N., long. 97[deg]30'09'' W., thence 
counterclockwise along the 26-NM radius to intersect SH-377 at lat. 
32[deg]39'49'' N., long. 97[deg]28'58'' W., thence southwest along 
SH-377 to intersect the 30-NM radius from the Point of Origin at 
lat. 32[deg]36'56'' N., long. 97[deg]32'26'' W., thence 
counterclockwise along the 30-NM radius to intersect the 217[deg]T/
211[deg]M bearing from the Point of Origin at lat. 32[deg]27'55'' 
N., long. 97[deg]23'01'' W., thence northeast along the 217[deg]T/
211[deg]M bearing to intersect the 20-NM radius from the Point of 
Origin at lat. 32[deg]35'56'' N., long. 97[deg]15'56'' W., thence 
clockwise along the 20-NM radius to intersect I-20 at lat. 
32[deg]39'56'' N., long. 97[deg]20'38'' W., thence west along I-20 
to intersect I-820 at lat. 32[deg]41'51'' N., long. 97[deg]28'14'' 
W., thence north along I-820 to intersect the 23-NM radius from the 
Point of Origin at lat. 32[deg]46'46'' N., long. 97[deg]28'17'' W., 
thence clockwise along the 23-NM radius to intersect the 311[deg]T/
305[deg]M bearing from the Point of Origin at lat. 33[deg]07'02'' 
N., long. 97[deg]22'21'' W., thence northwest along the 311[deg]T/
305[deg]M bearing to the point of beginning.
    Area N. That airspace extending upward from 6,000 feet MSL to 
and including 11,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 30-NM radius from the Point of 
Origin and the 293[deg]T/287[deg]M bearing from the Point of Origin 
at lat. 33[deg]03'37'' N., long. 97[deg]34'32'' W., thence southeast 
along the 293[deg]T/287[deg]M bearing to intersect the 26-NM radius 
from the Point of Origin at lat. 33[deg]02'04'' N., long. 
97[deg]30'09'' W., thence counterclockwise along the 26-NM radius to 
intersect SH-377 at lat. 32[deg]39'49'' N., long. 97[deg]28'' 58'' 
W., thence southwest along SH- 377 to intersect the 30-NM radius 
from the Point of Origin at lat. 32[deg]36'56'' N., long. 
97[deg]32'26'' W., thence clockwise along the 30-NM radius to the 
point of beginning.
* * * * *

    Issued in Washington, DC, on December 12, 2012.
Gary A. Norek,
Manager, Airspace Policy and Air Traffic Control Procedures Group.
BILLING CODE 4910-13-P

[[Page 4365]]

[GRAPHIC] [TIFF OMITTED] TP22JA13.001

[FR Doc. 2013-01118 Filed 1-18-13; 8:45 am]
BILLING CODE 4910-13-C


