[Federal Register Volume 79, Number 13 (Tuesday, January 21, 2014)]
[Rules and Regulations]
[Pages 3305-3315]
[FR Doc No: 2014-00622]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2012-0661; Airspace Docket No. 09-AWA-4]
RIN 2120-AA66

Amendment to Class B Airspace; Detroit, MI

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action modifies the Detroit, MI, Class B airspace area to
contain aircraft conducting published instrument procedures at Detroit
Metropolitan Wayne County Airport (DTW), Detroit, MI, within Class B
airspace. The FAA is taking this action to support containment of
aircraft operations using the three existing dual Simultaneous
Independent Instrument Landing System (SIILS) configurations, runways
22R/21L, runways 4L/3R and runways 27L/27R, as well as support
containment of aircraft operations for triple SIILS operations to
runways 4L/4R/3R and runways 21L/22L/22R. This action will enhance
safety, improve the flow of air traffic, and reduce the potential for
midair collisions in the DTW terminal area, while accommodating the
concerns of all airspace users. Furthermore, this effort supports the
FAA's national airspace redesign goal of optimizing terminal and
enroute airspace areas to reduce aircraft delays and improve system
capacity.

DATES: Effective Date: 0901 UTC, April 3, 2014. The Director of the
Federal Register approves this incorporation by reference action under
3 CFR part 51, subject to the annual revision of FAA Order 7400.9 and
publication of conforming amendments.

FOR FURTHER INFORMATION CONTACT: Colby Abbott, Airspace Policy and
Regulations Group, Office of Airspace Services, Federal Aviation
Administration, 800 Independence Avenue SW., Washington, DC 20591;
telephone:<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

History

    On August 14, 2012, the FAA published in the Federal Register a
notice of proposed rulemaking (NPRM) to modify the Detroit Class B
airspace area (77 FR 48476). This action proposed to expand the lateral
and vertical limits of the Detroit Class B airspace area to provide
additional airspace needed to contain dual SIILS procedures and
associated traffic patterns supporting runways 22R/21L, runways 4L/3R,
and runways 27L/27R

simultaneous operations within Class B airspace. The action also
supports airspace requirements necessary for planned triple SIILS
procedures and associated traffic patterns to runways 4L/4R/3R and
runways 21L/22L/22R operations within Class B airspace.
    In addition, the FAA published in the Federal Register a document
correcting the 5-mile arc of the DXO VOR/DME boundary reference
information published in the Areas C, D, and E regulatory text
descriptions to the 15-mile arc of the DXO VOR/DME (77 FR 53159, August
31, 2012). Interested parties were invited to participate in this
rulemaking effort by submitting written comments on the proposed
action. Twenty-three written comments were received in response to the
notice. The FAA considered all substantive comments received before
making a determination on this final rule.

Discussion of Comments

    One commenter suggested that the meetings associated with Detroit
Class B airspace modification were held in secret, and without notice
to the general public. The commenter stated the groups that attended
were specifically invited and were not representing the interests of
the flight schools in the area impacted by the proposed changes.
    The FAA considers the comment to be specific to the Ad Hoc
Committee process the FAA follows during the initial airspace design
phase prior to the initiation of rulemaking. To ensure local user needs
and suggestions are considered during the initial airspace design
phase, an Ad Hoc Committee is formed. The Ad Hoc Committee's purpose is
to obtain suggestions from a cross section of users and aviation
organizations that could be affected by a proposed airspace change
before the FAA develops a proposed airspace design. The committee
makeup and size is determined by the local situation or requirements
and includes representatives of local users and aviation organizations.
    As noted in the NPRM in the Discussion of Ad Hoc Committee
Recommendations and Comments section, the interests of the flight
schools were represented by the Ad Hoc Committee. The committee made
recommendations to the FAA addressing the western boundary remaining
basically unchanged in support of outlaying airports, glider
activities, and parachute operations; an ATC advisory service to VFR
pilots in areas of intensive flight training; and boundary changes to
maintain the ability to fly practice approaches at airports without the
need for Class B airspace services.
    Additionally, the FAA hosted three informal airspace meetings for
the general public on July 20, 21, and 22, 2010, that were intended to
inform the general public, affected airspace users, and aviation
organizations of the proposed airspace changes and to gather facts and
information relevant to the planned regulatory action. The FAA
published notice of the meetings in the Federal Register (May 13, 2010;
75 FR 11496) and mailed 14,852 informal airspace meeting notification
letters to all registered pilots that resided within 100 miles of DTW.
As a result, the FAA received comments from 29 individuals.
    Five commenters addressed public involvement in the regulatory
process proposing to modify the DTW Class B airspace. One commenter
praised the FAA's decision to limit western expansion of the DTW Class
B airspace contained in the proposal following industry and community
input. Conversely, four other commenters believed the FAA largely
ignored the concerns and recommendations of the Ad Hoc Committee and
public in developing the proposed DTW Class B airspace modification. In
general, they argued that the FAA was going through the motions of
gathering public comments, but had no intention of modifying the
proposal to address the concerns raised by the committee and the
public.
    The purpose of modifying the DTW Class B airspace is to contain
large turbine-powered aircraft conducting instrument procedures within
Class B airspace once they entered it, enhance flight safety by
segregating large turbine-powered aircraft and non-participating VFR
aircraft flying in the vicinity of the DTW Class B airspace area, and
contain the instrument procedures and associated traffic flows and
patterns supporting those procedures at DTW within Class B airspace.
The DTW Class B airspace design was influenced by Ad Hoc Committee and
public comments and recommendations received throughout the airspace
regulatory process addressing VFR aircraft training areas and
activities west of DTW; protection of an uncharted VFR flyway over the
Detroit River; the glider, parachute, and ultra-light activities
located around DTW; the geographic location and proximity of satellite
airports around DTW; and potential impacts to non-participant VFR
aircraft transiting the DTW terminal area.
    In direct response to comments and recommendations received, the
FAA made numerous adjustments to the Class B airspace area proposal.
This included reducing the western boundary and associated Class B
airspace shelves, adjusting multiple Class B airspace sub-area
boundaries and floor altitudes, retaining an uncharted VFR flyway, and
aligning airspace boundaries with easily identifiable geographic
landmarks.
    The FAA removed the airspace area west of DTW from the Class B
airspace proposal, from the DXO 333 radial counterclockwise to the SVM
217 radial west of Ann Arbor and Willow Run airports, and terminated
the Class B airspace shelf located 25 nautical miles (NM) to 30 NM
southwest of DTW and east of Meyers-Divers Airport (3TE). The reduced
western boundary provides the minimum amount of Class B airspace
necessary to contain large turbine-powered aircraft flying the
instrument procedures and associated traffic patterns to/from DTW
within Class B airspace while minimizing impact to VFR aircraft flying
in existing training areas, parachute and glider activities, and
airport operations all located west of DTW.
    After originally planning to lower Class B airspace north of DTW in
the vicinity of the highways from 4,000 feet MSL to 3,000 feet MSL, the
FAA raised the proposed shelf to a minimum of 3,500 feet MSL along the
entire length of Interstate 696 (I-696). That change specifically
responded to concerns about a reduced volume of airspace being squeezed
between the Class B airspace floor, the obstructions along I-696, and
aircraft flying in and out of Oakland-Troy Airport (VLL) depicted in
the original design.
    With respect to recommendations for a single Class B airspace floor
overlying Class D airspace areas, the FAA minimized the proposed Class
B airspace to the extent practical to ensure containment of large
turbine-powered aircraft flying instrument procedures within Class B
airspace. The FAA does not agree with establishing a single Class B
airspace floor over the two airports affected by this recommendation
(Ann Arbor Municipal Airport (ARB) and Coleman A. Young Municipal
Airport (DET)) because this would be excessive to what is required and
unnecessarily include navigable airspace that would otherwise be
available to non-participating VFR aircraft.
    Based on recommendations not to lower the 3,000-foot MSL Class B
airspace floor above an uncharted VFR flyway over the Detroit River,
the FAA moved the proposed 2,500-foot MSL Class B airspace shelf
boundary closer to DTW to a 10 NM arc of the DXO VOR/DME and reduced
the proposed

Class B airspace surface area boundary to an 8 NM arc of the DXO VOR/
DME. These adjustments ensure that the existing uncharted VFR flyway
will be unaffected, allow easier access at the southern end of the
Detroit River, and enable practice approaches at Grosse Ile Municipal
Airport (ONZ) without needing a Class B airspace clearance.
    The FAA also used landmarks to assist VFR pilots in non-GPS
equipped aircraft with easily determining their position relative Class
B airspace boundaries. As recommended by the Ad Hoc Committee and
airspace users, this rule adopts boundary modifications that align with
Interstate highways I-696 and I-94, the Ford World Headquarters
building, and the Detroit River and Lake Erie shoreline. Additionally,
the FAA retained numerous landmarks depicted on the Detroit VFR
Terminal Area Chart to assist VFR pilots.
    Fourteen comments addressed the proposed vertical expansion of the
DTW Class B airspace ceiling from 8,000 feet MSL to 10,000 feet MSL.
Four commenters challenged the operational necessity of the Class B
airspace ceiling being raised. Eleven of the commenters argued that
raising the Class B airspace area ceiling to 10,000 feet MSL does not
increase safety.
    Raising the ceiling of the DTW Class B airspace area is necessary
to enhance flight safety for all airspace users in the DTW terminal
area. As mentioned in the NPRM, DTW arrivals enter the terminal area at
12,000 feet MSL, enter the traffic patterns abeam DTW descending out of
11,000 feet MSL, and are then vectored by the final controller
beginning at 9,000 feet MSL on the downwind and 8,000 feet MSL on base
leg of the patterns to the final approaches. As a result, a 3,000 foot
gap of airspace exists between the altitude that DTW arrivals are
descending out of to enter the traffic pattern at 11,000 feet MSL and
the Class B ceiling of 8,000 feet. Large turbine-powered aircraft
arriving DTW and non-participating VFR aircraft, not communicating with
Detroit Terminal Radar Approach Control (D21), are operating
simultaneously within this gap of airspace today.
    The FAA identified several issues with the 8,000 foot MSL ceiling.
It does not segregate large turbine-powered aircraft arriving/departing
DTW from the conflicting non-participant VFR aircraft flying over the
DTW Class B airspace at 8,500 and 9,500 feet MSL. Additionally, VHF
Omnidirectional Range (VOR) Federal airways V-2, V-10, V-65, V-116, V-
133, V-176, V-188, V-276, V-383, V-410, and V-426 traverse the DTW
terminal area and enable VFR aircraft, not communicating with D21, to
fly over the DTW Class B airspace area and conflict with the DTW
arrival/departure flows operating in the same airspace area. Raising
the ceiling of the DTW Class B airspace will enhance flight safety by
segregating the large turbine-powered aircraft arriving/departing DTW
and the non-participating VFR aircraft overflying DTW.
    Raising the DTW Class B airspace ceiling to 10,000 feet MSL also
provides operational and safety advantages by establishing additional
airspace for ATC to more efficiently vector and sequence arrival and
departure aircraft within the Class B airspace, as well as segregate
them from non-participating VFR aircraft that are operating in the same
volume of airspace overhead DTW, as they do today. The raised ceiling
ensures departure aircraft achieve the required 1,000 feet of standard
separation over the top of the downwind arrival traffic flying at 9,000
feet MSL, while remaining 1,000 feet below the traffic pattern aircraft
at 11,000 feet MSL. Currently, aircraft departing DTW and requesting to
climb to 10,000 feet MSL and above are impacted when D21 must vector
the aircraft, at low altitudes, to avoid conflicting non-participant
VFR traffic overflying the DTW Class B airspace area. In some
instances, D21 must stop all departures until the conflicting traffic
is clear. Raising the Class B airspace ceiling to 10,000 feet MSL
requires non-participant VFR over flight traffic, which opt to obtain
Class B airspace services, to communicate with D21. This will enhance
the operational and flight safety benefits for all aircraft operating
above DTW, up to 10,000 feet MSL, by enabling D21 to efficiently
sequence and separate arriving, departing, and non-participant VFR over
flight aircraft simultaneously operating within DTW Class B airspace.
    Also, as noted in the NPRM, the eastern portion of the DTW Class B
airspace area extends into Canadian airspace. The equivalent Canadian
airspace to Class B airspace, as designated in the United States, is
Class C airspace. NAV CANADA, the Canadian air service navigation
provider, generally designates Class C airspace with a 12,500 feet MSL
ceiling, however, has advised the FAA of its willingness to establish
corresponding Canadian Class C airspace adjoining the FAA's DTW Class B
airspace with a ceiling of 10,000 feet MSL. Additionally, NAV CANADA
advised it would make the Canadian Class C airspace action effective to
match the effective date of this DTW Class B airspace modification
action.
    Six commenters asserted that there was insufficient justification
to expand the Class B airspace area boundary from 20 NM to 30 NM and
that the proposed expansion was based solely on future procedures. One
of the commenters further argued that extending the lateral boundaries
of DTW Class B airspace to 30 NM will greatly affect the VFR flight
areas for airports like Brighton and Livingston County for aircraft
without electrical systems.
    Extending the DTW Class B airspace to a 30 NM boundary is designed
to address current and future issues of containing aircraft executing
instrument procedures within the confines of Class B airspace. Today,
large turbine-powered aircraft conducting dual SIILS procedures are
unable to be contained within existing Class B airspace and are
entering, exiting, and reentering DTW Class B airspace while flying the
published instrument approach procedures and associated traffic
patterns. There are approximately 1,770 operations daily at DTW and D21
is experiencing an average of 156 Class B airspace excursions by large
turbine-powered aircraft per day. As a result, large turbine-powered
aircraft and non-participating VFR aircraft flying in the vicinity of
the Class B airspace boundaries, not in communication with D21, are
operating simultaneously in the same volume of airspace.
    The existing dual SIILS approaches in use today enable an arrival
capacity of 72 arrivals an hour. The expanded boundary provides the
minimum amount of airspace essential to contain the large turbine-
powered aircraft arriving from multiple arrival streams being sequenced
for and conducting the SIILS procedures. Aircraft flying dual SIILS
procedures are assigned altitudes that differ by at least 1,000 feet
and they are turned on to SIILS approaches so as to ensure they are
established on the localizer signal at or outside mandatory turn on
points. For dual SIILS approach configurations to Runways 21L/22R, the
mandatory turn on point is 18 NM from the runways; for Runways 3R/4L,
the mandatory turn on point is 18 NM from the runways; and for Runways
27L/27R, the mandatory turn on point is 20 NM from the runways. These
are the minimum distances that large turbine-powered aircraft must be
established on the localizer signal for dual SIILS approaches and
facilitate D21 controllers to meet minimum aircraft separation guidance
requirements for simultaneous independent ILS approaches. During
moderate to heavy arrival rushes, the turn on distances extend outward
an additional four to ten NM beyond the minimum turn on

distances; extending beyond the 20 NM DTW Class B airspace boundary.
    Although the existing dual SIILS procedures enable an arrival
capacity of 72 aircraft per hour, DTW demand exceeds that level on a
daily basis. To address this shortcoming of capacity, triple SIILS
approach procedures, which increase DTW is arrival capacity to 112
arrivals per hour, are planned for implementation in spring 2014. As
with dual SIILS procedures, aircraft conducting triple SIILS procedures
will be assigned altitudes differing by at least 1,000 feet and turned
on to the SIILS approaches so they are established on the localizer
signal at or outside mandatory turn on points. For triple SIILS
approaches to a Runways 21L/22L/22R configuration, the mandatory turn
on point is 21 NM from the runways, and for a Runways 3R/4R/4L
configuration, the mandatory turn on point is 20 NM from the runways.
These are the minimum distances aircraft must be established on the
localizer signal for triple SIILS approaches, thereby allowing D21
controllers to meet minimum aircraft separation guidance requirements
for simultaneous independent ILS approaches. And, during moderate to
heavy arrival rushes, the turn on distances will again extend an
additional 4 to 10 NM beyond these minimum turn on distances; extending
beyond the 20 NM DTW Class B airspace boundary.
    With respect to the comment that extending the lateral boundaries
to 30 NM will greatly affect the VFR flight areas of airports like
Brighton and Livingston County for aircraft without electrical systems,
both airports fall outside the 30 NM DTW Class B airspace area
boundary. As such, there is no affect or impact expected to the VFR
flight areas of these airports for aircraft with or without electrical
systems. Modifying the Class B airspace boundary to extend to 30 NM is
necessary to enhance flight safety by containing the large turbine-
powered aircraft flying instrument procedures at DTW within Class B
airspace, as well as segregating those aircraft and non-participating
VFR aircraft operating in the vicinity of the DTW Class B airspace area
from one another.
    Five commenters addressed the new Class B airspace shelves included
in the proposal and the floor altitudes of those areas. Specifically
the commenters contend that the FAA ignored user feedback and requests
to raise the newly proposed outermost ring of Class B airspace to a
floor of 8,000 feet MSL and commenting that the lower 6,000 foot MSL
floors were unjustified. They further argued that the Class B airspace
shelves proposed southwest of DTW that lowered a portion of an existing
Class B airspace from 4,000 feet MSL to 3,000 feet MSL and established
two new Class B airspace shelves with floors at 4,000 feet MSL and
6,000 feet MSL were unnecessary.
    The DTW Class B airspace area boundary, extending to 30 NM north of
DTW clockwise to the southwest of DTW, is necessary for the reasons
stated above. Specific to the comments received about Class B airspace
floor altitudes, the Class B airspace modifications accomplished by
this action establishing new Class B airspace shelves with 3,000-foot
MSL, 4,000-foot MSL, and 6,000-foot MSL floors, which are necessary to
contain the large turbine-powered aircraft being vectored for and
conducting instrument procedures at DTW within Class B airspace.
Additionally, the amended and new Class B airspace floor altitudes are
aligned with the glide slopes of all the ILS approaches to ensure
aircraft flying the instrument procedures are contained within Class B
airspace throughout the entire approach.
    Operationally, aircraft conducting dual SIILS approaches to any of
the three existing dual SIILS runway configurations enter the DTW
terminal area at 12,000 feet MSL descending to enter the traffic
pattern at either 6,000 feet MSL, descending further to as low as 4,000
feet MSL on a base leg, or at 7,000 feet MSL abeam DTW on a downwind,
descending further to as low as 4,000 feet MSL on a base leg.
Regardless of traffic flow (north, south, or west), or the direction
from which the aircraft enters the DTW terminal area, all aircraft are
descended to as low as 4,000 feet MSL in preparation for turn on to the
final approach course prior to the mandatory turn on points mentioned
previously. When the planned triple SIILS procedures are implemented to
either of the triple SIILS runway configurations, aircraft assigned the
``middle runway'' will enter the terminal area at 12,000 feet MSL, be
delivered to, and vectored by, the final controller at 9,000 feet MSL
on the downwind and at 8,000 feet MSL on a base leg. The aircraft
assigned the outboard runways will continue to enter the traffic
pattern at 6,000 feet MSL and 7,000 feet MSL abeam DTW on a downwind,
descending to as low as 4,000 feet MSL on base leg, as described above
for dual SIILS procedures.
    The DTW Class B airspace area floor altitudes established by this
rule, extending to 30 NM, ensure containment of large turbine-powered
aircraft being vectored for and conducting SIILS approaches to the
three existing dual SIILS configurations today (runways 4L/3R, runways
22R/21L, and runways 27L/27R) within Class B airspace; assure
segregation of large turbine-powered aircraft and non-participating VFR
aircraft from operating simultaneously in the same airspace; and
provide a Class B airspace configuration that ensures future
containment needs when DTW implements triple SIILS procedures to meet
arrival capacity requirements.
    Six commenters contended that there are safety concerns associated
with the Class B airspace modifications. Five of the commenters
submitted that the proposed changes would force non-participating VFR
aircraft to fly at lower altitudes to circumnavigate Class B airspace
and would compress this transient VFR traffic into the same airspace
areas that general aviation airports are operating, thereby creating a
dangerous situation due to increased congestion and risk of mid-air
collision. One commenter objected to the proposed changes stating that
the modifications would decrease the usability and safety of Detroit's
airspace.
    The primary purpose of a Class B airspace area 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 directives require Class B airspace areas be designed
to contain all instrument procedures, and that air traffic controllers
vector aircraft as appropriate to remain within Class B airspace after
entry.
    With the DTW Class B airspace configuration established in 1987,
arriving large turbine-powered aircraft routinely enter, exit, and then
re-enter Class B airspace while flying published instrument procedures
today, which is contrary to FAA directives. The procedural requirements
for establishing these aircraft on the final approach courses, to
conduct simultaneous independent approaches to the existing parallel
runways, has resulted in aircraft exceeding the lateral boundaries of
the Class B airspace by up to 10 NM during moderate to heavy arrival
rushes. The DTW Class B airspace modified by this rule enhances flight
safety by containing all instrument approach procedures and associated
traffic patterns within the boundaries of Class B airspace, supporting
increased operations to the current dual and planned triple SIILS
runways, and better segregating the large turbine-powered aircraft
arriving/departing DTW and non-participating VFR aircraft operating in
the vicinity of DTW Class B airspace from one another.

    The FAA acknowledges and recognizes that VFR pilots electing to fly
below the floor of Class B airspace may be compressed. However, the
lower floors are necessary to segregate those aircraft operations from
the large turbine-powered aircraft arriving and departing DTW. The
Detroit terminal area encompasses the world's eleventh (out of fifty)
busiest airport (with over 443,000 airport operations in CY 2011), plus
numerous other airports situated in and around the Detroit terminal
area. These factors create a complex, high density airspace environment
containing a highly diverse mix of aircraft types and aviation
activities. In some areas, large turbine-powered aircraft and non-
participating VFR aircraft are flying simultaneously in the same
airspace. It is essential to segregate the large turbine-powered
aircraft arriving/departing DTW and the non-participating VFR aircraft
that may not be in communication with ATC. Consequently, some non-
participating VFR aircraft may have to fly further, or at different
altitudes, in order to remain clear of the modified DTW 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 is circumnavigating the Class B airspace,
flying over or beneath the Class B airspace, utilizing a charted VFR
flyway, or requesting Class B clearance and services from D21.
    Six commenters asserted that the Class B airspace modifications
will place an undue burden on general aviation operators wishing to
conduct VFR training flights. The commenters claimed that the
modifications will have a negative impact on training and further
believed that there will not be sufficient altitudes available to
conduct most maneuvers.
    The DTW Class B airspace will not cause any VFR training practice
areas to be lost due to the modified design. The FAA acknowledges that
the floor of the Class B airspace established by this action could
impact the available altitudes in portions of some training areas
located southwest of DTW and a portion of one training area northwest
of DTW, should VFR training aircraft choose not to request Class B
services with D21. However, by adopting a number of recommendation
submitted by the Ad Hoc Committee and during informal airspace
meetings, the FAA adjusted the western boundary of Class B airspace to
alleviate many practice area impacts. The result is that the practice
areas west and north of Ann Arbor would be unaffected.
    The Class B airspace established southwest of DTW is required to
contain large turbine-powered aircraft conducting dual SIILS arrival
procedures to Runways 4L/3R, as well as arrivals entering the DTW
terminal airspace via the POLAR1 STAR. It extends over approximately
three quarters of the Eastern Michigan University (EMU) Aviation flight
school's southern practice area with 3,500-foot MSL, 4,000-foot MSL,
and 6,000-foot MSL Class B airspace floors. The EMU southern practice
area is subdivided into four sub-areas with virtually no impact to the
west northwest sub-area and minor impacts to the southern sub-area, but
training activities in the northeast and southeast sub-areas will be
limited to 4,000 feet MSL, unless pilots receive a Class B airspace
clearance. The FAA does not expect a substantive change to the
concentration of VFR training aircraft or training activities conducted
in that practice area or the other practice areas located further
southwest of DTW under the 6,000-foot MSL Class B airspace shelf. The
training activities conducted in those practice areas today could
continue under the DTW Class B airspace or within Class B airspace with
the appropriate Class B airspace clearance.
    The VFR practice area near the General Motors Proving Ground,
located north of DTW and southwest of PTK, is partially under a DTW
Class B airspace shelf with a 6,000-foot MSL floor; however, VFR
training flight activities above 6,000 feet MSL are not normally
accomplished there and the 6,000-foot MSL Class B airspace floor will
have negligible impact.
    And, as noted in the NPRM, the FAA will continue working with the
local flight training schools to discuss and pursue aircraft training
program activities, scheduling, and airspace alternatives, as required,
independent of this Class B airspace modification action.
    Three commenters challenged the DTW Class B airspace modifications
arguing that they increase the waste of fuel, time, and cost to the VFR
traffic that currently uses the airspace areas being established as
Class B airspace. One commenter contends that there would be increases
to the cost of flight training to clear the Class B airspace area
completely, while another commenter allege that the Class B airspace
hampers the effectiveness of the General Aviation (GA) community in the
Detroit Metropolitan area and costs them more to operate in and around
DTW.
    The FAA recognizes the Class B airspace modifications could
increase fuel burn for non-participating VFR aircraft. To remain clear
of the DTW Class B airspace area, non-participating VFR pilots who
elect not to contact D21 for Class B services may end up flying at
lower altitude or further distances to circumnavigate the Class B
airspace. However, this action is necessary to separate them from the
large turbine-powered aircraft being contained within the Class B
airspace while flying instrument procedures and associated traffic
flows/patterns. While some GA pilots will opt to fly additional
distance or different altitudes to circumnavigate the Class B airspace,
the FAA believes any increase in fuel burn or cost to be minimal and
justified by the overall increase in flight safety. The DTW Class B
airspace has no impact to the routes or altitudes assigned to IFR and
participating VFR aircraft flying in the Detroit terminal area.
Additionally, the VFR flyways that are charted on the Detroit VFR
Terminal Area Chart remain available for use by GA pilots to transit
north and south or east and west under and around the DTW Class B
airspace area.
    As addressed previously, the Class B airspace design incorporated
recommended changes received from the Ad Hoc Committee and informal
airspace meetings to prevent impacts, operationally and economically,
to the non-participating VFR training aircraft flying in the vicinity
of the DTW Class B airspace area.
    Fifteen comments were received from the public regarding the fair
and equitable access to the DTW Class B airspace area. Eleven of the
commenters asserted that the Class B airspace design unfairly affects
the activities of the local GA community, limiting their access,
without a demonstrated need. Three commenters stated that D21 routinely
denies Class B airspace entry requests, or ignores the requests
altogether, to highlight the limited access.
    The FAA remains committed to providing Class B airspace services to
all National Airspace System (NAS) users operating in the airspace
surrounding DTW in a manner that keeps the Detroit terminal area safe
for all users. As mentioned previously, the primary purpose of a Class
B airspace area 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.
    Class B airspace services are not restricted to only those aircraft
landing

or departing the primary airports around which the Class B airspace is
established. Various types of aircraft are routinely cleared into and
through DTW Class B airspace when traffic conditions permit doing so
safely. Based on historical data and forecast trends, the D21 average
daily traffic count includes 684 air carrier, 707 air taxi, 364 general
aviation, 15 military IFR operations and 69 VFR operations. When VFR
aircraft request Class B services to transit the DTW Class B airspace,
they are initially told to remain outside the Class B airspace until
radar identification is established; unfortunately and oftentimes, this
is misunderstood as denial of Class B services. In 2012, D21 provided
Class B services to 25,216 VFR aircraft operations. Routinely, D21
provides Class B airspace clearances and services to VFR aircraft
requesting access into and through the DTW Class B airspace when the
arrival/departure traffic volume and airspace capacity conditions
enable doing so safely.

Differences From the NPRM

    Editorial corrections have been made to the Detroit Class B
airspace description for clarity and for standardization. Areas A, C,
D, F, and H have editorial corrections whereas, the Detroit Class B
airspace header and all Areas with reference to ``DXO VOR-DME'' have
been corrected to read ``DXO VOR/DME'' for standardization. Also, in
the NPRM description of Area A, a typographical error that listed a
geographic reference as ``lat. 42[deg]5'17'' N., long. 83[deg]26'04''
W.'' on the 4.4-mile radius of the Detroit Willow Run Airport has been
corrected to read ``lat. 42[deg]15'17'' N., long. 83[deg]26'04'' W.''.
With the exception of the above noted changes and minor editorial
corrections, this rule reflects the same Class B airspace area as that
published in the NPRM.

The Rule

    The FAA is amending Title 14 of the Code of Federal Regulations (14
CFR) part 71 to modify the Detroit Class B airspace area. This action
(depicted on the chart in Figure 1--Amendment of the Detroit, MI Class
B Airspace Area) lowers the floor of Class B airspace in portions of
the Detroit Class B airspace area; extends Class B airspace out to 30
NM to the north, east (designated Class C airspace in Canada), and
south of DTW; and raises the ceiling of the entire Class B airspace
area from 8,000 feet MSL to 10,000 feet MSL. These modifications
provide the airspace needed to contain large turbine-powered aircraft
conducting instrument procedures within the confines of Class B
airspace, especially when flying existing dual and planned triple SIILS
approaches. Additionally, these airspace modifications will ensure
efficient airspace utilization and enhance safety by better segregating
the large turbine-powered IFR aircraft arriving/departing DTW and the
non-participating VFR aircraft operating in the vicinity of the Detroit
Class B airspace area. The modifications to the Detroit Class B
airspace area are summarized below:
    Area A. Area A extends from the ground upward to 10,000 feet MSL,
centered on the Detroit VOR/DME antenna. The surface area is expanded
by relocating the southern boundary approximately 2.5 NM further south
and lowering the Class B airspace floor in that expanded portion of
existing Class B airspace from 2,500 feet MSL to the surface.
    Area B. Area B extends upward from 2,500 feet MSL to 10,000 feet
MSL. The Area B extends from north clockwise to the southwest of DTW
between the 8 NM and the 10 NM arcs of the Detroit VOR/DME antenna. The
Class B airspace floor is lowered from 3,000 feet MSL to 2,500 feet MSL
in the expanded portions of existing Class B airspace northeast and
southeast of DTW.
    Area C. Area C continues to surround Areas A and B and extends
upward from 3,000 feet MSL to 10,000 feet MSL. The Area C boundary from
east clockwise to the southwest of DTW is expanded to match the 20 NM
arc of the Detroit VOR/DME antenna and from north clockwise to the
northeast of DTW is expanded to match the 15 NM arc of the Detroit VOR/
DME antenna. The Class B airspace floor is lowered from 4,000 feet MSL
to 3,000 feet MSL in the expanded portions of existing Class B airspace
and established at 4,000 feet MSL for the expanded portions that were
previously outside the Detroit Class B airspace area.
    Area D. Area D is redefined to extend upward from 3,500 feet MSL to
10,000 feet MSL. Area D overlays the southeastern half of the Ann Arbor
Class D airspace area and extends approximately 7 NM south of the Ann
Arbor Class D airspace area between the 15 NM and 20 NM arcs of the
Detroit VOR/DME antenna. The Class B airspace floor is raised from
3,000 feet MSL to 3,500 feet MSL for a portion of existing Class B
airspace area, lowered from 4,000 feet MSL to 3,500 feet MSL for
another portion of existing Class B airspace area, and established at
3,500 feet MSL for the portion that was previously outside the Detroit
Class B airspace area.
    Area E. Area E is a new subarea that extends upward from 3,500 feet
MSL to 10,000 feet MSL. Area E is located north clockwise to northeast
of DTW between the 15 NM and 20 NM arcs of the Detroit VOR/DME antenna.
The Class B airspace floor is lowered from 4,000 feet MSL to 3,500 feet
MSL in the portion of existing Class B airspace and established at
3,500 feet MSL for the portions that were previously outside the
Detroit Class B airspace area.
    Area F. Area F is a new subarea that extends upward from 4,000 feet
MSL to 10,000 feet MSL. This area is established from north clockwise
to west southwest of DTW between the 20 NM and 25 NM arcs of the
Detroit VOR/DME antenna. The Class B airspace floor is raised from
3,000 feet MSL to 4,000 feet MSL in the portion of existing Class B
airspace located west of DTW and established at 4,000 feet MSL for the
portion that was previously outside the Detroit Class B airspace area.
    Area G. Area G is a new subarea that extends upward from 6,000 feet
MSL to 10,000 feet MSL. This new area is located southwest of DTW
between the 25 NM and 30 NM arcs of the Detroit VOR/DME antenna. This
area abuts Area F and I (described below) and establishes the Class B
airspace floor at 6,000 feet MSL in airspace previously outside of the
Detroit Class B airspace area.
    Area H. Area H is also a new subarea that extends upward from 6,000
feet MSL to 10,000 feet MSL. This new area is located from north
northwest clockwise to southeast of DTW and abuts Areas C, E, F, and I
(described below) extending to the 25 NM arc of the Detroit VOR/DME
antenna. The Class B airspace floor is established at 6,000 feet MSL in
airspace previously outside of the Detroit Class B airspace area.
    Area I. Area I is another new subarea that extends upward from
9,000 feet MSL to 10,000 feet MSL. This new area is established south
of DTW and abuts Areas F, G, and H extending to the 30 NM arc of the
Detroit VOR/DME antenna. The Class B airspace floor is established at
9,000 feet MSL in airspace previously outside the Detroit Class B
airspace area.
    Finally, this action updates the DTW airport reference point
coordinates to reflect current NAS data; includes all airports and
navigation aids, with geographic coordinates, used to describe the
Detroit Class B airspace in the Detroit Class B airspace area legal
description header; and describes the Detroit Class B airspace area
centered on the Detroit VOR/DME (DXO) antenna.
    All radials listed in the Detroit Class B airspace area description
in this rule are stated in degrees relative to True

North. All geographic coordinates listed in the Detroit Class B
airspace area description in this rule are stated in degrees, minutes,
and seconds based on North American Datum 83. And, all mileages listed
in the Detroit Class B airspace area description in this rule are
nautical miles.
    Class B airspace areas are published in paragraph 3000 of FAA Order
7400.9X, Airspace Designations and Reporting Points, dated August 7,
2013, and effective September 15, 2013, which is incorporated by
reference in 14 CFR section 71.1. The Class B airspace area listed in
this rule will be published subsequently in the Order.

Environmental Review

    The FAA has determined that this action qualifies for categorical
exclusion under the National Environmental Policy Act in accordance
with FAA Order 1050.1E, ``Environmental Impacts: Policies and
Procedures,'' paragraph 311a. This airspace action is not expected to
cause any potentially significant environmental impacts, and no
extraordinary circumstances exist that warrant preparation of an
environmental assessment.

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 rule.

Regulatory Evaluation Summary

    Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 and Executive Order 13563 direct
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 (Pub.
L. 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 final 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 final rule. The reasoning
for this determination follows:
    In conducting these analyses, the FAA has determined that this
final rule:
    (1) Imposes minimal incremental costs and provides benefits,
    (2) Is not an economically ``significant regulatory action'' as
defined in section 3(f) of Executive Order 12866,
    (3) Is not significant as defined in DOT's Regulatory Policies and
Procedures;
    (4) Will not have a significant economic impact on a substantial
number of small entities;
    (5) Will not have a significant effect on international trade; and
    (6) Will not impose an unfunded mandate on state, local, or tribal
governments, or on the private sector by exceeding the monetary
threshold identified.

These analyses are summarized below.
    This final rule modifies the Detroit, MI, Class B airspace to
contain aircraft conducting published instrument procedures at Detroit
Metropolitan Wayne County (DTW), Detroit, MI, within Class B airspace.
The FAA is taking this action to support all three existing
Simultaneous Instrument Landing System (SILS) configurations today;
runways 22/21, runways 4/3 and runways 27L/27R, as well as to support
containment for triple SILS operations planned for the very near future
for runways 4L/4R/3R and runways 21L/22L/22R.
    The benefits of this rule are enhanced safety, improved flow of air
traffic, and reduced potential for midair collisions in the DTW
terminal area. In addition, this rule supports the FAA's national
airspace redesign goal of optimizing terminal and enroute airspace
areas to reduce aircraft delays and improve system capacity.
    As described in the NPRM, the costs of this final rule will include
the costs of general aviation aircraft that might have to fly further.
However, the FAA believes that any such costs will be minimal because
the FAA designed the airspace to minimize the effect on aviation users
who would not fly in the Class B airspace. In addition the FAA held a
series of meetings to solicit comments from people who thought that
they might be affected by the proposal. Wherever possible the FAA
included the comments from those meetings in this final rule.
    The FAA received no comments on the FAA's request for comments on
the minimal cost determination. Therefore, the FAA has determined that
this final 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.

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 objective of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the business, organizations, and governmental jurisdictions subject
to regulation.'' To achieve that principle, the RFA requires agencies
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 proposed or
final 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 Act.
    However, if an agency determines that a proposed or final rule is
not expected to have a significant economic impact on a substantial
number of small entities, section 605(b) of the 1980 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.
    In the Initial Regulatory Flexibility Analysis the FAA determined
that the proposed rule was expected to improve safety by redefining
Class B airspace

boundaries and was expected to impose only minimal costs on small
entities. The FAA requested comments on this determination.
    The FAA received no comments on small entity considerations.
    Therefore, the FAA Administrator certifies that this final rule
will not have a significant economic impact on a substantial number of
small entities.

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 assessed the potential effect of this proposed rule in the
NPRM and determined that it would encourage international cooperation
between the United States and Canada and increase safety in both the
United States and Canada because the proposal affects airspace in both
these countries. The FAA received no comments on this determination.
    Therefore, the FAA has determined that this final rule will
encourage international cooperation and increase safety between the
United States and Canada.

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
(adjusted annually for inflation) 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 final rule does not contain such a mandate;
therefore the requirements of Title II do not apply.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

Adoption of the Amendment

    In consideration of the foregoing, the Federal Aviation
Administration amends 14 CFR part 71 as follows:

PART 71--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 7400.9X, Airspace Designations and
Reporting Points, dated August 7, 2013, and effective September 15,
2013, is amended as follows:

Paragraph 3000 Subpart B--Class B Airspace

* * * * *

AGL MI B Detroit, MI

Detroit Metropolitan Wayne County Airport, MI (Primary Airport)
    (Lat. 42[deg]12'45'' N., long. 83[deg]21'12'' W.)
Detroit, Willow Run Airport, MI
    (Lat. 42[deg]14'21'' N., long. 83[deg]31'51'' W.)
Ann Arbor Municipal Airport, MI
    (Lat. 42[deg]13'23'' N., long. 83[deg]44'44'' W.)
Coleman A. Young Municipal Airport, MI
    (Lat. 42[deg]24'33'' N., long. 83[deg]00'36'' W.)
Detroit (DXO) VOR/DME
    (Lat. 42[deg]12'47'' N., long. 83[deg]22'00'' W.)
Salem (SVM) VORTAC
    (Lat. 42[deg]24'32'' N., long. 83[deg]35'39'' W.)

    Area A. That airspace extending upward from the surface to and
including 10,000 feet MSL within an area bounded by a line beginning
at lat. 42[deg]17'18'' N., long. 83[deg]27'27'' W. on the 4.4-mile
radius of the Detroit Willow Run Airport; thence northeast to lat.
42[deg]20'47'' N., long. 83[deg]22'12'' W. on the 8-mile arc of the
DXO VOR/DME; thence clockwise along the 8-mile arc of the DXO VOR/
DME to intercept the 4.4-mile radius of the Detroit Willow Run
Airport at lat. 42[deg]09'57'' N., long. 83[deg]32'04'' W.; thence
counterclockwise along the 4.4-mile radius of the Detroit Willow Run
Airport to lat. 42[deg]12'08'' N., long. 83[deg]26'44'' W.; thence
north to lat. 42[deg]15'17'' N., long. 83[deg]26'04'' W. on the 4.4-
mile radius of the Detroit Willow Run Airport; thence
counterclockwise along the 4.4-mile radius of the Detroit Willow Run
Airport to the point of beginning.
    Area B. That airspace extending upward from 2,500 feet MSL to
and including 10,000 feet MSL within an area bounded by a line
beginning at the intersection of the DXO VOR/DME 354[deg] radial and
the Detroit Willow Run Airport 047[deg] bearing; thence north along
the DXO VOR/DME 354[deg] radial to intercept the 10-mile arc of the
DXO VOR/DME; thence clockwise along the 10-mile arc of the DXO VOR/
DME to intercept the DXO VOR/DME 234[deg] radial; thence northeast
along the DXO VOR/DME 234[deg] radial to intercept the 8-mile arc of
the DXO VOR/DME; thence counterclockwise along the 8-mile arc of the
DXO VOR/DME arc to lat. 42[deg]20'47'' N., long. 83[deg]22'12'' W.;
thence southwest to the point of beginning.
    Area C. That airspace extending upward from 3,000 feet MSL to
and including 10,000 feet MSL within an area bounded by a line
beginning at the intersection of the 5-mile arc of the SVM VORTAC
and the 15-mile arc of the DXO VOR/DME at lat. 42[deg]26'42'' N.,
long. 83[deg]29'34'' W.; thence clockwise along the 15-mile arc of
the DXO VOR/DME to intercept the DXO VOR/DME 063[deg] radial; thence
northeast along the DXO VOR/DME 063[deg] radial to intercept the
4.1-mile radius of the Coleman A. Young Municipal Airport at lat.
42[deg]20'30'' N., long. 83[deg]01'31'' W.; thence counterclockwise
along the 4.1-mile radius of the Coleman A. Young Municipal Airport
to intercept the 20-mile arc of the DXO VOR/DME at lat.
42[deg]21'09'' N., long. 82[deg]57'31'' W.; thence clockwise along
the DXO 20-mile arc to intercept the DXO VOR/DME 234[deg] radial;
thence northeast along the DXO 234[deg] radial to intercept the 15-
mile arc of the DXO VOR/DME; thence clockwise along the 15-mile arc
of the DXO VOR/DME to intercept the 4.4-mile radius of the Ann Arbor
Municipal Airport at lat. 42[deg]09'36'' N., long. 83[deg]41'43''
W.; thence counterclockwise along the 4.4-mile radius of the Ann
Arbor Municipal Airport to intercept the SVM VORTAC 214[deg] radial
at lat. 42[deg]17'21'' N., long. 83[deg]42'10'' W.; thence northeast
along the SVM VORTAC 214[deg] radial to intercept the 5-mile arc of
the SVM VORTAC at lat. 42[deg]20'23'' N., long. 83[deg]39'25'' W.;
thence counterclockwise along the 5-mile arc of the SVM VORTAC to
the point of beginning, excluding Areas A and B.
    Area D. That airspace extending upward from 3,500 feet MSL to
and including 10,000 feet MSL within an area bounded by a line
beginning at the intersection of the SVM VORTAC 214[deg] radial and
the 20-mile arc of the DXO VOR/DME; thence counterclockwise along
the 20-mile arc of the DXO VOR/DME to intercept the DXO VOR/DME
234[deg] radial; thence northeast along the DXO VOR/DME 234[deg]
radial to intercept the 15-mile arc of the DXO VOR/DME at lat.
42[deg]03'57'' N., long. 83[deg]38'18'' W.; thence clockwise along
the 15-mile arc of the DXO VOR/DME to intercept the 4.4-mile radius
of the Ann Arbor Municipal Airport at lat. 42[deg]09'36'' N., long.
83[deg]41'43'' W.; thence counterclockwise along the 4.4-mile radius
of the Ann Arbor Municipal Airport to intercept the SVM VORTAC
214[deg] radial at lat. 42[deg]17'21'' N., long. 83[deg]42'10'' W.;
thence southwest along the SVM VORTAC 214[deg] radial to the point
of beginning.
    Area E. That airspace extending upward from 3,500 feet MSL to
and including 10,000 feet MSL within an area bounded by a line
beginning at the intersection of the 5-mile arc of the SVM VORTAC
and the 15-mile arc of the DXO VOR/DME at lat. 42[deg]26'42'' N.,
long. 83[deg]29'34'' W.; thence clockwise along the 15-mile arc of
the DXO VOR/DME to intercept

the DXO VOR/DME 063[deg] radial; thence northeast along the DXO VOR/
DME 063[deg] radial to intercept the 4.1-mile radius of the Coleman
A. Young Municipal Airport at lat. 42[deg]20'30'' N., long.
83[deg]01'31'' W.; thence counterclockwise along the 4.1-mile radius
of the Coleman A. Young Municipal Airport to intercept the 20-mile
arc of the DXO VOR/DME at lat. 42[deg]21'09'' N., long.
82[deg]57'31'' W.; thence counterclockwise along the 20-mile arc of
the DXO VOR/DME to intercept the SVM VORTAC 044[deg] radial; thence
southwest along the SVM VORTAC 044[deg] radial to intercept the 5-
mile arc of the SVM VORTAC at lat. 42[deg]28'08'' N., long.
83[deg]30'58'' W.; thence clockwise along the 5-mile arc of the SVM
VORTAC to the point of beginning.
    Area F. 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 SVM VORTAC 044[deg] radial and
the 25-mile arc of the DXO VOR/DME; thence clockwise along the 25-
mile arc of the DXO VOR/DME to lat. 41[deg]48'32'' N., long.
83[deg]13'49'' W.; thence west to intercept the 25-mile arc of the
DXO VOR/DME at lat. 41[deg]48'11'' N., long. 83[deg]28'00'' W.;
thence clockwise along the 25-mile arc of the DXO VOR/DME to
intercept the SVM VORTAC 214[deg] radial; thence northeast along the
SVM VORTAC 214[deg] radial to intercept the 20-mile arc of the DXO
VOR/DME at lat. 42[deg]10'10'' N., long. 83[deg]48'40'' W.; thence
counterclockwise along the 20-mile arc of the DXO VOR/DME to
intercept the SVM VORTAC 044[deg] radial; thence northeast along the
SVM VORTAC 044[deg] radial to the point of beginning.
    Area G. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL within an area bounded by a line
beginning at the intersection of the SVM VORTAC 214[deg] radial and
the 25-mile arc of the DXO VOR/DME at lat. 42[deg]04'33'' N., long.
83[deg]53'44'' W.; thence counterclockwise along the 25-mile arc of
the DXO VOR/DME to lat. 41[deg]48'11'' N., long. 83[deg]28'00'' W.;
thence west to intercept the 30-mile arc of the DXO VOR/DME at lat.
41[deg]47'43'' N., long. 83[deg]44'08'' W.; thence clockwise along
the 30-mile arc of the DXO VOR/DME to lat. 41[deg]51'00'' N., long.
83[deg]49'42'' W.; thence north to the point of beginning.
    Area H. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL within an area bounded by a line
beginning at a point on the DXO VOR/DME 327[deg] radial at 30-miles
at lat. 42[deg]37'56'' N., long. 83[deg]44'08'' W.; thence clockwise
along the 30-mile arc of the DXO VOR/DME to lat. 41[deg]46'30'' N.,
long. 83[deg]02'36'' W.; thence northwest to lat. 41[deg]48'44'' N.,
long. 83[deg]05'28'' W.; thence west to intercept the 25-mile arc of
the DXO VOR/DME at lat. 41[deg]48'32'' N., long. 83[deg]13'49'' W.;
thence counterclockwise along the 25-mile arc of the DXO VOR/DME
until intercepting the SVM VORTAC 044[deg] radial; thence southwest
along the SVM VORTAC 044[deg] radial until intercepting the 5-mile
arc of the SVM VORTAC; thence clockwise along the 5-mile arc of the
SVM VORTAC to intercept the DXO VOR/DME 327[deg] radial at lat.
42[deg]21'52'' N., long. 83[deg]29'57'' W.; thence northwest along
the DXO VOR/DME 327[deg] radial to the point of beginning.
    Area I. That airspace extending upward from 9,000 feet MSL to
and including 10,000 feet MSL within an area bounded by a line
beginning at lat. 41[deg]47'43'' N., long. 83[deg]44'08'' W. on the
30-mile arc of the DXO VOR/DME; thence counterclockwise along the
30-mile arc of the DXO VOR/DME to lat. 41[deg]46'30'' N., long.
83[deg]02'36'' W.; thence northwest to lat. 41[deg]48'44'' N., long.
83[deg]05'28'' W.; thence west to the point of beginning.

    Note: The Canadian airspace depicted in Areas C, F, and H above
are included in the legal description for the Detroit Class B to
accommodate charting. This accommodation reflects airspace
established by Transport Canada to complete the Detroit Class B
airspace area.

    Issued in Washington, DC, on January 9, 2014.
Gary A. Norek,
Manager, Airspace Policy and Regulations Group.
BILLING CODE 4910-13-P

[GRAPHIC] [TIFF OMITTED] TR21JA14.000

[FR Doc. 2014-00622 Filed 1-17-14; 8:45 am]
BILLING CODE 4910-13-C


[Federal Register Volume 83, Number 44 (Tuesday, March 6, 2018)]
[Proposed Rules]
[Pages 9451-9452]
[FR Doc No: 2018-04416]

=======================================================================
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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2018-0087; Airspace Docket No. 18-AGL-3]

Proposed Amendment of Class E Airspace; Mineral Point, WI

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: This action proposes to amend Class E airspace designated as a
surface area at Iowa County Airport, Mineral Point, WI, by removing the
part-time language from the airspace description. The FAA is proposing
this action to change the status from part-time to full-time at the
request of Chicago Air Route Traffic Control Center (ARTCC). This
action would also make an editorial change to the airspace description
by removing the city from the airport name.

DATES: Comments must be received on or before April 20, 2018.

ADDRESSES: Send comments on this proposal to the U.S. Department of
Transportation, Docket Operations, West Building Ground Floor, Room
W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590; telephone
(202) 366-9826, or<PHONE_NUMBER>. You must identify FAA Docket No.
FAA-2018-0087; Airspace Docket No. 18-AGL-3, at the beginning of your
comments. You may also submit comments 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 between 9:00 a.m. and 5:00 p.m., Monday through
Friday, except federal holidays.
    FAA Order 7400.11B, Airspace Designations and Reporting Points, and
subsequent amendments can be viewed online at http://www.faa.gov/air_traffic/publications/. For further information, you can contact the
Airspace Policy Group, Federal Aviation Administration, 800
Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-
8783. The Order is also available for inspection at the National
Archives and Records Administration (NARA). For information on the
availability of FAA Order 7400.11B at NARA, call<PHONE_NUMBER>, or go
to http://www.archives.gov/federal-register/cfr/ibr-locations.html.
    FAA Order 7400.11, Airspace Designations and Reporting Points, is
published yearly and effective on September 15.

FOR FURTHER INFORMATION CONTACT: Jeffrey Claypool, Federal Aviation
Administration, Operations Support Group, Central Service Center, 10101
Hillwood Parkway, Fort Worth, TX 76177; telephone<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:

Authority for This Rulemaking

    The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. Subtitle I, Section 106
describes the authority of the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more detail the scope of the agency's
authority. This rulemaking is promulgated under the authority described
in Subtitle VII, Part A, Subpart I, Section 40103. Under that section,
the FAA is charged with prescribing regulations to assign the use of
airspace necessary to ensure the safety of aircraft and the efficient
use of airspace. This regulation is within the scope of that authority
as it would amend Class E airspace designated as a surface area at Iowa
County Airport, Mineral Point, WI, to support instrument flight rule
operations.

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 and 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 Docket No. FAA-2018-0087;
Airspace Docket No. 18-AGL-3.'' The postcard

will be date/time stamped and returned to the commenter.
    All communications received 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 the
comments received. A report summarizing each substantive public contact
with FAA personnel concerned with this rulemaking will be filed in the
docket.

Availability of NPRMs

    An electronic copy of this document may be downloaded through the
internet at http://www.regulations.gov. Recently published rulemaking
documents can also be accessed through the FAA's webpage at http://www.faa.gov/air_traffic/publications/airspace_amendments/.
    You may review the public docket containing the proposal, any
comments received, and any final disposition in person in the Dockets
Office (see the ADDRESSES section for the 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 Federal Aviation Administration, Air Traffic
Organization, Central Service Center, Operations Support Group, 10101
Hillwood Parkway, Fort Worth, TX 76177.

Availability and Summary of Documents for Incorporation by Reference

    This document proposes to amend FAA Order 7400.11B, Airspace
Designations and Reporting Points, dated August 3, 2017, and effective
September 15, 2017. FAA Order 7400.11B is publicly available as listed
in the ADDRESSES section of this document. FAA Order 7400.11B lists
Class A, B, C, D, and E airspace areas, air traffic service routes, and
reporting points.

The Proposal

    The FAA is proposing an amendment to Title 14, Code of Federal
Regulations (14 CFR) part 71 by amending the Class E airspace
designated as a surface area at Iowa County Airport, Mineral Point, WI,
by removing the part-time language from the airspace description. This
proposal is made at the request of Chicago ARTCC to change the airspace
from part-time to full-time.
    This action also would make an editorial change by removing the
name of the city associated with the airport in the airspace
designation to comply with a recent change to FAA Order 7400.2L,
Procedures for Handling Airspace Matters, dated October 12, 2017.
    Class E airspace designations are published in paragraph 6002 of
FAA Order 7400.11B, dated August 3, 2017, and effective September 15,
2017, which is incorporated by reference in 14 CFR 71.1. The Class E
airspace designation listed in this document will be published
subsequently in the Order.

Regulatory Notices and Analyses

    The FAA has determined that this regulation only involves an
established body of technical regulations for which frequent and
routine amendments are necessary to keep them operationally current, is
non-controversial and unlikely to result in adverse or negative
comments. It, therefore: (1) Is not a ``significant regulatory action''
under Executive Order 12866; (2) is not a ``significant rule'' under
DOT Regulatory Policies and Procedures (44 FR 11034; February 26,
1979); and (3) does not warrant preparation of a regulatory evaluation
as the anticipated impact is so minimal. Since this is a routine matter
that will only affect air traffic procedures and air navigation, it is
certified that this rule, when promulgated, would not have a
significant economic impact on a substantial number of small entities
under the criteria of the Regulatory Flexibility Act.

Environmental Review

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

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me, 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 14 CFR part 71 continues to read as
follows:

     Authority:  49 U.S.C. 106(f), 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 FAA Order 7400.11B,
Airspace Designations and Reporting Points, dated August 3, 2017, and
effective September 15, 2017, is amended as follows:

Paragraph 6002 Class E Airspace Areas Designated as Surface Areas.

* * * * *

AGL WI E2 Mineral Point, WI [Amended]

Iowa County Airport, WI
    (Lat. 42[deg]53'13'' N, long. 90[deg]14'12'' W)

    Within a 4.1-mile radius of Iowa County Airport.

    Issued in Fort Worth, Texas, on February 26, 2018.
Christopher L. Southerland,
Acting Manager, Operations Support Group, ATO Central Service Center.
[FR Doc. 2018-04416 Filed 3-5-18; 8:45 am]
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[Federal Register Volume 86, Number 99 (Tuesday, May 25, 2021)]
[Notices]
[Pages 28188-28189]
[FR Doc No: 2021-11035]

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DEPARTMENT OF TRANSPORTATION

Bureau of Transportation Statistics

[Docket ID Number DOT-OST-2014-0031]

Agency Information Collection; Activity Under OMB Review;
Reporting Required for International Civil Aviation Organization (ICAO)

AGENCY: Office of the Assistant Secretary for Research and Technology
(OST-R), Bureau of Transportation Statistics (BTS), Department of
Transportation.

ACTION: Notice.

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SUMMARY: In compliance with the Paperwork Reduction Act of 1995 (44
U.S.C. 3501 et seq.) this notice announces that the Information
Collection Request (ICR) abstracted below has been forwarded to the
Office of Management and Budget (OMB) for extension of currently
approved collections. The ICR describes the nature of the information
collection and its expected burden. A Federal Register Notice with a
60-day comment period soliciting comments on the following collection
of information was published on March 11, 2021 (86 FR 13966). No
comments were received.

DATES: Written comments should be submitted by June 24, 2021.

FOR FURTHER INFORMATION CONTACT: Jeff Gorham, Office of Airline
Information, RTS-42, Room E34, OST-R, BTS, 1200 New Jersey Avenue SE,
Washington, DC 20590-0001, Telephone Number<PHONE_NUMBER>, Fax Number
(202) 366-3383 or Email<EMAIL_ADDRESS>    Comments: Written comments and recommendations for the proposed
information collection should be sent within 30 days of publication of
this notice to www.reginfo.gov/public/do/PRAMain. Find this particular
information collection by selecting ``Currently under 30-day Review--
Open for Public Comments'' or by using the search function.

SUPPLEMENTARY INFORMATION:
    OMB Approval No.: 2138-0039.
    Title: Reporting Required for International Civil Aviation
Organization (ICAO).
    Form No.: BTS Form EF.
    Type Of Review: Extension of a currently approved collection.
    Respondents: Large certificated air carriers.
    Number of Respondents: 35.
    Number of Responses: 35.
    Total Burden per Response: 1.5 hours.
    Total Annual Burden: 53 hours.
    Needs and Uses: As a party to the Convention on International Civil

Aviation (Treaty), the United States is obligated to provide ICAO with
financial and statistical data on operations of U.S. air carriers. Over
99% of the data filed with ICAO is extracted from the air carriers'
Form 41 submissions to BTS. BTS Form EF is the means by which BTS
supplies the remaining 1% of the air carrier data to ICAO.
    The Confidential Information Protection and Statistical Efficiency
Act of 2002 (44 U.S.C. 3501), requires a statistical agency to clearly
identify information it collects for non-statistical purposes. BTS
hereby notifies the respondents and the public that BTS uses the
information it collects under this OMB approval for non-statistical
purposes including, but not limited to, publication of both
Respondent's identity and its data, and submission of the information
to agencies outside BTS for review, analysis and possible use in
regulatory and other administrative matters.
    Comments are invited on: Whether the proposed collection of
information is necessary for the proper performance of the functions of
the Department concerning consumer protection. Comments should address
whether the information will have practical utility; the accuracy of
the Department's estimate of the burden of the proposed information
collection; ways to enhance the quality, utility and clarity of the
information to be collected; and ways to minimize the burden of the
collection of information on respondents, including the use of
automated collection techniques or other forms of information
technology.

    Issued in Washington, DC, on May 20, 2021.
William Chadwick, Jr.,
Director, Office of Airline Information, Bureau of Transportation
Statistics.
[FR Doc. 2021-11035 Filed 5-24-21; 8:45 am]
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[Federal Register Volume 88, Number 217 (Monday, November 13, 2023)]
[Notices]
[Pages 77656-77657]
[FR Doc No: 2023-24938]

=======================================================================
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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

[Docket No. FAA-2021-1138]

Agency Information Collection Activities: Requests for Comments;
Clearance of a New Approval of Information Collection: Computerized
Neurocognitive Tests for Aeromedical Safety

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice and request for comments.

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SUMMARY: In accordance with the Paperwork Reduction Act of 1995, FAA
invites public comments about our intention to request the Office of
Management and Budget (OMB) approval for a new information collection.
The Federal Register Notice with a 60-day comment period soliciting
comments on the following collection of information was published on
December 16, 2021. The collection involves in-person sessions between
researchers and certified pilots. Computerized neurocognitive tests are
a non-invasive way to measure cognitive function (e.g., attention,
working memory, information processing speed, reaction time) and are
used as part of the FAA's overall aeromedical physical exam process to
determine if a pilot is safe to operate an aircraft within the National
Airspace System (NAS). Neurocognitive tests are required only for
pilots with certain medical conditions associated with aeromedically
significant cognitive impairments (i.e., not all pilots are tested).
The FAA needs to ensure that the tests and data used to maintain the
safety of the NAS are based on the most current scientific knowledge.
The purpose of this IC effort is to obtain updated pilot normative data
for the neurocognitive tests under consideration. The information
collection (IC) effort will be used to potentially revise the FAA's
Aviation Medical Examiners (AME) Guide, update clinical practices, and
assure aeromedical safety. Information will be collected from
representative pilots across the United States, who will complete two
different 1-hour neurocognitive tests. Total IC effort/time per person
will be approximately four hours (i.e., to include check-in processing,
informed consent, neurocognitive test-taking, rest breaks, and
participant debrief).

DATES: Written comments should be submitted by December 13, 2023.

ADDRESSES: Written comments and recommendations for the proposed

information collection should be sent within 30 days of publication of
this notice to www.reginfo.gov/public/do/PRAMain. Find this particular
information collection by selecting ``Currently under 30-day Review--
Open for Public Comments'' or by using the search function.

FOR FURTHER INFORMATION CONTACT: Susan M. Jay, Ph.D. by email at:
[email protected]; phone:<PHONE_NUMBER>.

SUPPLEMENTARY INFORMATION:
    Public Comments Invited: You are asked to comment on any aspect of
this information collection, including (a) Whether the proposed
collection of information is necessary for FAA's performance; (b) the
accuracy of the estimated burden; (c) ways for FAA to enhance the
quality, utility and clarity of the information collection; and (d)
ways that the burden could be minimized without reducing the quality of
the collected information.
    OMB Control Number: 2120-XXXX.
    Title: Computerized Neurocognitive Tests for Aeromedical Safety.
    Form Numbers: n/a.
    Type of Review: New information collection.
    Background: The Federal Register Notice with a 60-day comment
period soliciting comments on the following collection of information
was published on December 16, 2021 (86 FR 239). The FAA received no
comments. The FAA's mission and vision is to provide the safest, most
efficient aerospace system in the world as new users and technologies
integrate into the system. Computerized neurocognitive tests are a non-
invasive way to measure cognitive function (e.g., attention, working
memory, information processing speed, reaction time). Neurocognitive
tests are used as part of the FAA's overall aeromedical physical exam
process to determine if a pilot is safe to operate an aircraft within
the NAS. Neurocognitive tests are required only for pilots and with
certain medical conditions associated with aeromedically significant
cognitive impairments (i.e., not all pilots). The FAA needs to ensure
that the tests and data used to maintain the safety of the NAS based on
the most current scientific knowledge. The purpose of this IC effort is
to obtain updated pilot normative data for the current test and
alternative neurocognitive tests under consideration. The IC effort
will be used to potentially revise the FAA's AME Guide, update clinical
practices, and assure aeromedical safety.
    Respondents: 1,000 respondents.
    Frequency: One-time collection.
    Estimated Average Burden per Response: 4 hours burden per
respondent-response.
    Estimated Total Annual Burden: 4,000 hours total burden.

    Issued in Oklahoma City, Oklahoma, on November 7, 2023.
Susan M. Jay,
Research Physiologist, Aviation Safety, Civil Aerospace Medical
Institute (CAMI), Federal Aviation Administration.
[FR Doc. 2023-24938 Filed 11-9-23; 8:45 am]
BILLING CODE 4910-13-P