Offshore Airspace Reconfiguration; Valparaiso, FL Terminal Area

SUMMARY: This action retains the Valparaiso, Florida Terminal Area and

Special Air Traffic Rules in part 93 of the Federal Aviation

Regulations (FAR); revises the Class D airspace areas for Eglin Air

Force Base (AFB), the Eglin Air Force (AF) Auxiliary No. 3 Duke Field,

and Hurlburt Field; revises the Crestview Class E airspace area; and

deletes the Eglin Class D North-South corridor. Additionally, this

action modifies the established North-South and East-West corridors

associated with the Valparaiso, Florida Terminal Area and Eglin AFB in

part 93 of the FAR. This action is necessary to simplify operating

procedures, airspace assignment and airspace use within the Valparaiso,

Florida Terminal Area.

EFFECTIVE DATE: This amendment is effective on December 8, 1994.

FOR FURTHER INFORMATION CONTACT: Mr. Joseph C. White, ATP-230, Air

Traffic Rules Branch, Federal Aviation Administration, 800 Independence

Avenue, SW., Washington, DC 20591, telephone (202) 267-8783.

SUPPLEMENTARY INFORMATION:

Background

The Offshore Airspace Reconfiguration Final Rule (58 FR 12128;

March 2, 1993), effective December 9, 1993, replaced the Valparaiso,

Florida, Terminal Area and Special Air Traffic Rules in part 93 of the

FAR, with the Eglin Florida Class D airspace area. This rule also

amended part 71 of the FAR to revoke the Eglin AFB, Florida and the

Eglin AF Auxiliary No. 3, Duke Field, Florida Class D airspace areas;

modified the Hurlburt Field, Florida Class D airspace area and the

Crestview, Florida Class E airspace area; and established the Eglin,

Florida Class D North-South corridor. However, by a separate rulemaking

action (58 FR 63274; November 30, 1993), these two portions of the

Offshore Airspace Reconfiguration Final Rule were delayed until

December 8, 1994. This delay permitted the FAA and the Department of

Defense (DOD) to conduct a joint micro-review of the effects of the

airspace reclassification on this area.

The joint micro-review concluded that when the Eglin, Florida Class

D airspace area becomes effective on December 8, 1994, the requirement

for enhanced air traffic control service in the North-South and East-

West corridors will lead to dramatic increases in air traffic and the

Eglin Radar Control Facility (ERCF) controller workload. These

increases in air traffic and controller workload will increase air

traffic control delays imposed on civil and military aircraft, both in

the air and on the ground.

Under the Valparaiso, Florida, Special Air Traffic Rules in part 93

of the FAR, access to the North-South corridor is limited during

military operations, but access to the East-West corridor is not

impeded. However, under the Eglin Class D airspace area, with the same

type of military operations, access to the entire Class D airspace area

(both the North-South and East-West corridors) will be limited.

Accordingly, it was deemed necessary to retain the Valparaiso, Florida

Terminal Area and Special Air Traffic Rules contained in part 93 of the

FAR to maintain unlimited access to the East-West corridor and maintain

the present level of safety for aircraft transiting the North-South and

East-West corridors.

On July 1, 1994 (59 FR 34192), (Notice No. 94-23), the FAA proposed

to retain the Valparaiso, Florida Terminal Area and Special Air Traffic

Rules in part 93 of the FAR; revise the Class D airspace areas for

Eglin AFB and Eglin AF Auxiliary No. 3 Duke Field, and Hurlburt Field;

revise the Crestview Class E airspace area; and delete the Eglin Class

D North-South corridor. Additionally, to enhance safety in the

immediate vicinity of the Eglin AFB, the FAA proposed to move the

southern boundary of the North-South corridor from its present lateral

position north of Eglin AFB to a position south of Eglin AFB coincident

with latitude 30 deg.25'01'' North. The existing designation of the

entire North-South corridor and the center section of the East-West

corridor, from surface to an unlimited altitude, was found to be

excessive. Therefore, the FAA proposed to modify both the North-South

corridor and the center portion of the East-West corridor to the

surface up to, but not including, 18,000 feet MSL.

Excluding the center portion described above, the remainder of the

East-West corridor airspace located below Restricted Areas R-2915C, R-

2919B, and R-2914B extends from the surface up to but not including

8,500 feet MSL. This effectively divides the East-West corridor into a

western section, a center section, and an eastern section.

This action was proposed to simplify operating procedures and the

complex aeronautical charting of Eglin's airspace. Additionally, the

action was proposed to further reduce the potential hazard of VFR

aircraft crossing the flight paths of high speed, high performance, and

often armed military aircraft transiting to/from/between Eglin's most

commonly used East (R-2914A, R-2919A) and West (R-2915A, R-2915B)

ranges.

Notice No. 94-23 as published, incorrectly described the Class D

airspace area for Eglin AFB; and inadvertently deleted the Hurlburt

Field Class D airspace area and the Crestview Class E airspace area.

Therefore, on July 19, 1994 (59 FR 36730), the FAA published a

supplemental notice of proposed rulemaking which corrected the Eglin

AFB description, and retained/revised the Hurlburt Field Class D

airspace area, and the Crestview, Florida Class E airspace area. No

comments were received on these proposals.

The coordinates for this airspace docket are based on North

American Datum 83. Class D and Class E airspace designations are

published respectively in paragraphs 5000 and 6002 of FAA Order

7400.9B, dated July 18, 1994, and effective September 16, 1994, which

is incorporated by reference in 14 CFR 71.1. The Class D and Class E

airspace designations listed in this document will be published

subsequently in the Order.

In addition, this action modifies the Hurlburt Field, Florida Class

D airspace area by amending the area's effective hours to coincide with

the associated control tower's hours of operations. This action also

modifies the Crestview, Florida Class E airspace area by amending the

area's effective hours to coincide with the associated Flight Service

Station's (FSS) hours of operation. The intended effect of these

modifications is to clarify when two-way radio communications are

required and when weather observation services are provided when the

associated control tower and FSS is closed. The Hurlburt, Florida,

Class D airspace area and the Crestview, Florida, Class E airspace area

will revert to Class G airspace when the associated control tower and

FSS are not in operation.

The Rule

This action retains the Valparaiso, Florida Terminal Area and

Special Air Traffic Rules in part 93 of the FAR. Further, this action:

(1) revises the Class D airspace areas for Eglin AFB, and the Eglin AF

Auxiliary No. 3 Duke Field, and Hurlburt Field, Florida; (2) revises

the Crestview, Florida Class E airspace area; and (3) deletes the

Eglin, Florida Class D North-South corridor.

Additionally, this final rule revises the North-South corridor

airspace area described in part 93 of the FAR, by reestablishing the

vertical limits of that corridor from the surface up to, but not

including 18,000 feet MSL and by moving the southern boundary from its

present lateral position north of Eglin AFB to a position south of

Eglin AFB coincident with latitude 30 deg.25'01'' North. This action

also modifies the center portion of the East-West corridor to include

airspace from the surface up to but not including 18,000 ft MSL. This

effectively divides the East-West corridor into the following three

sections:

(1) The west section which includes that East-West corridor

airspace area underlying Restricted Area R-2915C and extending upward

from the surface to, but not including, 8,500 feet MSL.

(2) The center section which includes that East-West corridor

airspace area that does not underlie any of the restricted areas

associated with Eglin AFB and extends upward from the surface to, but

not including 18,000 feet MSL.

(3) The east section which includes that East-West corridor

airspace area underlying Restricted Areas R-2919B and R-2914B extending

from the surface up to, but not including, 8,500 ft MSL.

In addition, this action modifies the Hurlburt Field, Florida Class

D airspace area by amending the area's effective hours to coincide with

the associated control tower's hours of operations. This action also

modifies the Crestview, Florida Class E airspace area by amending the

area's effective hours to coincide with the associated Flight Service

Station's (FSS) hours of operation. The intended effect of these

modifications is to clarify when two-way radio communications are

required and when weather observation services are provided when the

associated control tower and FSS is closed. The Hurlburt, Florida,

Class D airspace area and the Crestview, Florida, Class E airspace area

will revert to Class G airspace when the associated control tower and

FSS are not in operation.

Economic Evaluation

Executive Order 12866 directs that each Federal agency shall

propose or adopt a regulation only upon a reasoned determination that

the benefits of the intended regulation justify its costs. Second, the

Regulatory Flexibility Act of 1980 requires agencies to analyze the

economic effect of regulatory changes on small entities. Third, the

Office of Management and Budget directs agencies to assess the effect

of regulatory changes on international trade. In conducting these

analyses, the FAA has determined that this rule: (1) will generate

benefits that justify its costs and is not ``a significant regulatory

action'' as defined in the Executive Order; (2) is not significant as

defined in Department of Transportation's Regulatory Policies and

Procedures; (3) will not have a significant impact on a substantial

number of small entities; and (4) will not constitute a barrier to

international trade. These analyses are summarized below.

Costs

The FAA has determined that there will be little or no cost

associated with implementation of the modification. This determination

is based on the following reasons.

The rule will impose no additional administrative, personnel, or

equipment costs on Eglin AFB or the FAA. Any additional operations

workload generated by the rule will be absorbed by current personnel

and equipment resources.

The cost to aircraft operators will be occasional delays and

deviations from their current flight times and paths. However, the FAA

contends that these delays will be so short and infrequent that they

will impose little if any cost.

Benefits

The benefits of the rule will be primarily in the form of improved

ATC efficiency and enhanced safety. Improved ATC efficiency and safety

will come from the ability of Eglin ATC to better separate the flow of

military and civilian aircraft.

Conclusion

In view of the little or no cost of compliance versus enhancements

to aviation safety and efficiency, the FAA has determined that the rule

will be cost-beneficial.

International Trade Impact Statement

This rule will not constitute a barrier to international trade,

including the export of American goods and services to foreign

countries and the import of foreign goods and services into the United

States. This assessment is based on the fact that the rule will impose

little or no costs on aircraft operators or aircraft manufacturers

(U.S. or foreign).

Regulatory Flexibility Determination

In accordance with the Regulatory Flexibility Act of 1980, the FAA

has determined that this rule will not have a significant economic

impact, positive or negative, on a substantial number of small

entities. This assessment is based on the fact that the rule will

impose little or no cost on small entities.

Federalism Implications

The regulations proposed herein will not have substantial direct

effects on the states, on the relationship between the national

government and the states, or on the distribution of power and

responsibilities among the various levels of government. Therefore, in

accordance with Executive Order 12612, it is determined that this final

rule will not have sufficient federalism implications to warrant the

preparation of a Federalism Assessment.

International Civil Aviation Organization and Joint Aviation

Regulations

In keeping with the U.S. obligations under the Convention on

International Civil Aviation, it is FAA policy to comply with ICAO

Standards and Practices (SARP) to the maximum extent practicable. The

FAA has determined that this rule will not present any differences.

Paperwork Reduction Act

In accordance with the Paperwork Reduction Act of 1980 (Pub L. 96-

511), there are no requirements for information collection associated

with this rule.

Conclusion

For the reasons discussed in the preamble, and based on the

findings in the Regulatory Flexibility Determination and the

International Trade Impact Analysis, the FAA has determined that this

regulation is not a ``significant regulatory action'' under Executive

Order 12866. In addition, the FAA certifies that this regulation will

not have a significant economic impact, positive or negative, on a

substantial number of small entities under the criteria of the

Regulatory Flexibility Act. This proposal is not considered significant

under DOT order 2100.5, Policies and Procedures for Simplification,

Analysis, and Review of Regulations. This rule is cost effective as

evidenced by the cost/benefits review statement, included in this Final

Rule.

List of Subjects

14 CFR Part 71

Airspace, Incorporation by reference, Navigation (air).

14 CFR Part 93

Air traffic control, Airports, Alaska, Federal Aviation

Administration, Navigation (air), Penalties, Reporting and

recordkeeping requirements.

Adoption of the Amendment

In consideration of the foregoing, the Federal Aviation

Administration amends parts 71 and 93 of the Federal Aviation

Regulations (14 CFR parts 71 and 93) as follows:

PART 71--DESIGNATION OF CLASS A, CLASS B, CLASS C, CLASS D, AND

CLASS E AIRSPACE AREAS; AIRWAYS; ROUTES; AND REPORTING POINTS

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

follows:

Authority: 49 U.S.C. app. 1348(a), 1354(a), 1510; E.O. 10854, 24

FR 9565, 3 CFR, 1959-1963 Comp., p. 389; 49 U.S.C. 106(g); 14 CFR

11.69.

Sec. 71.1 [Amended]

2. The incorporation by reference in 14 CFR part 71.1, of the

Federal Aviation Administration Order 7400.9B, Airspace Designations

and Reporting Points, dated July 18, 1994, and effective September 16,

1994, is amended as follows:

Paragraph 5000-Class D Airspace

* * * * *

ASO FL D Eglin AF Aux No. 3 Duke Field, FL [Revised]

Eglin AF Aux No. 3 Duke Field, FL

(lat. 30 deg.39'07'' N, long. 86 deg.31'23'' W)

Bob Sikes Airport

(lat. 30 deg.46'44'' N, long. 86 deg.31'20'' W)

Eglin AFB

(lat. 30 deg.29'13'' N, long. 86 deg.31'34'' W)

That airspace extending upward from the surface to and including

2,700 feet MSL within a 5.2-mile radius of Eglin AF Aux No. 3 Duke

Field; excluding the portion north of a line connecting the 2 points

of intersection with a 4.2-mile radius circle centered on Bob Sikes

Airport; excluding the portion south of a line connecting the 2

points of intersection with a 5.5-mile radius circle centered on

Eglin AFB. This Class D airspace area is effective during the

specific days and times established in advance by a Notice to

Airmen. The effective days and times will thereafter be continuously

published in the Airport/Facility Directory.

* * * * *

ASO FL D Eglin AFB, FL [Revised]

Eglin AFB, FL

(lat. 30 deg.29'13'' N, long. 86 deg.31'34'' W)

Destin-Fort Walton Beach Airport

(lat. 30 deg.24'01'' N, long. 86 deg.28'18'' W)

Duke Field

(lat. 30 deg.39'07'' N, long. 86 deg.31'23'' W)

Hurlburt Field

(lat. 30 deg.25'44'' N, long. 86 deg.41'20'' W)

That airspace extending upward from the surface to and including

2,600 feet MSL within a 5.5-mile radius of Eglin AFB and within a 4-

mile radius of Destin-Fort Walton Beach Airport; excluding the

portion north of a line connecting the 2 points of intersection

within a 5.2-mile radius circle centered on Duke Field; excluding

the portion southwest of a line connecting the 2 points of

intersection within a 5.3-mile radius of Hurlburt Field; excluding a

portion east of a line beginning at lat. 30 deg.30'43'' N, long.

86 deg.26'21'' W, extending north to the 5.5-mile radius and north

of a line beginning at lat. 30 deg.30'43'' N, long. 86 deg.26'21''

W, extending east to the 5.5-mile radius.

* * * * *

ASO FL D Eglin Hurlburt Field, FL [Revised]

Eglin, Hurlburt Field, FL

(lat. 30 deg.25'44'' N, long. 86 deg.41'20'' W)

Eglin AFB

(lat. 30 deg.29'13'' N, long. 86 deg.31'34'' W)

That airspace extending upward from the surface to and including

2,500 feet MSL within a 5.3-mile radius of Hurlburt Field; excluding

the portion northeast of a line connecting the 2 points of

intersection with a 5.5-mile radius circle centered on Eglin AFB.

This Class D airspace area is effective during the specific days and

times established in advance by a Notice to Airmen. The effective

days and times will thereafter be continuously published in the

Airport/ Facility Directory.

* * * * *

ASO FL D Eglin, FL North-South Corridor [Removed]

* * * * *

Paragraph 6002--Class E airspace areas designated as a surface

area for an airport.

* * * * *

ASO FL E2 Crestview, FL [Revised]

Crestview, Bob Sikes Airport, FL

(lat. 30 deg.46'44'' N, long. 86 deg.31'20'' W)

Duke Field

(lat. 30 deg.39'07'' N, long. 86 deg.31'23'' W)

Within a 4.2-mile radius of Bob Sikes Airport; excluding the

portion south of a line connecting the 2 points of intersection with

a 5.2-mile radius circle centered on Duke Field. This Class E

airspace area is effective during the specific days and times

established in advance by a Notice to Airmen. The effective days and

times will thereafter be continuously published in the Airport/

Facility Directory.

* * * * *

PART 93--SPECIAL AIR TRAFFIC RULES AND AIRPORT TRAFFIC PATTERNS

1. The authority citation for Part 93 continues to read as follows:

Authority: 49 U.S.C. app. 1302, 1303, 1348, 1354(a), 1421(a),

1424, 2451 et seq. 49 U.S.C. 106(g).

2. Subpart F is amended by revising Secs. 93.81 and 93.83 to read

as follows:

Sec. 93.81 Applicability and description of area.

(a) This subpart prescribes the Valparaiso, Florida Terminal Area,

and the special air traffic rules for operating aircraft within that

Area.

(b) The Valparaiso, Florida Terminal Area is designated as follows:

(1) North-South Corridor. The North-South Corridor includes the

airspace extending upward from the surface up to, but not including,

18,000 feet MSL, bounded by a line beginning at:

Latitude 30 deg.42'51'' N., Longitude 86 deg.38'02'' W.; to

Latitude 30 deg.43'18'' N., Longitude 86 deg.27'37'' W.; to

Latitude 30 deg.37'01'' N., Longitude 86 deg.27'37'' W.; to

Latitude 30 deg.37'01'' N., Longitude 86 deg.25'30'' W.; to

Latitude 30 deg.33'01'' N., Longitude 86 deg.25'30'' W.; to

Latitude 30 deg.33'01'' N., Longitude 86 deg.25'00'' W.; to

Latitude 30 deg.25'01'' N., Longitude 86 deg.25'00'' W.; to

Latitude 30 deg.25'01'' N., Longitude 86 deg.38'12'' W.; to

Latitude 30 deg.29'02'' N., Longitude 86 deg.38'02'' W.; to point of

beginning.

(2) East-West Corridor--The East-West Corridor is divided into

three sections to accommodate the different altitudes as portions of

the corridor underlie restricted areas R-2915C, R-2919B, and R-2914B.

(i) The west section would include that airspace extending upward

from the surface to but not including 8,500 feet MSL, bounded by a line

beginning at: Latitude 30 deg.22'47'' N., Longitude 86 deg.51'30'' W.:

then along the shoreline to Latitude 30 deg.23'46'' N., Longitude

86 deg.38'15'' W.; to Latitude 30 deg.20'51'' N., Longitude

86 deg.38'50'' W.; then 3 NM from and parallel to the shoreline to

Latitude 30 deg.19'31'' N., Longitude 86 deg.51'30'' W.; to the

beginning.

(ii) The center section would include that airspace extending

upward from the surface to but not including 18,000 feet MSL, bounded

by a line beginning at:

Latitude 30 deg.25'01'' N., Longitude 86 deg.38'12'' W.; to

Latitude 30 deg.25'01'' N., Longitude 86 deg.25'00'' W.; to

Latitude 30 deg.25'01'' N., Longitude 86 deg.22'26'' W.; to

Latitude 30 deg.19'46'' N., Longitude 86 deg.23'45'' W.; then 3 NM

from and parallel to the shoreline to Latitude 30 deg.20'51'' N.,

Longitude 86 deg.38'50'' W.; to Latitude 30 deg.23'46'' N.,

Longitude 86 deg.38'15'' W.; to the beginning.

(iii) The east section would include that airspace extending upward

from the surface to but not including 8,500 feet MSL, bounded by a line

beginning at:

Latitude 30 deg.25'01'' N., Longitude 86 deg.22'26'' W.; to

Latitude 30 deg.22'01'' N., Longitude 86 deg.08'00'' W.; to

Latitude 30 deg.19'16'' N., Longitude 85 deg.56'00'' W.; to

Latitude 30 deg.11'01'' N., Longitude 85 deg.56'00'' W.; then 3 NM

from and parallel to the shoreline to Latitude 30 deg.19'46'' N.,

Longitude 86 deg.23'45'' W.; to the beginning.

Sec. 93.83 Aircraft Operations.

(a) North-South Corridor. Unless otherwise authorized by ATC

(including the Eglin Radar Control Facility), no person may operate an

aircraft in flight within the North-South Corridor designated in

Sec. 93.81(b)(1) unless--

(1) Before operating within the corridor, that person obtains a

clearance from the Eglin Radar Control Facility or an appropriate FAA

ATC facility; and

(2) That person maintains two-way radio communication with the

Eglin Radar Control Facility or an appropriate FAA ATC facility while

within the corridor.

(b) East-West Corridor. Unless otherwise authorized by ATC

(including the Eglin Radar Control Facility), no person may operate an

aircraft in flight within the East-West Corridor designated in

Sec. 93.81(b)(2) unless--

(1) Before operating within the corridor, that person establishes

two-way radio communications with Eglin Radar Control Facility or an

appropriate FAA ATC facility and receives an ATC advisory concerning

operations being conducted therein; and

(2) That person maintains two-way radio communications with the

Eglin Radar Control Facility or an appropriate FAA ATC facility while

within the corridor.

Issued in Washington, D.C., on August 25, 1994.

Harold W. Becker,

Manager, Airspace-Rules and Aeronautical Information Division.

[FR Doc. 94-21843 Filed 9-2-94; 8:45 am]

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