Proposed Modification of the Orlando Class B Airspace Area, Orlando, FL; and Modification of the Orlando Sanford Airport Class D Airspace Area, Sanford, FL

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 95-AWA-4]

Proposed Modification of the Orlando Class B Airspace Area,

Orlando, FL; and Modification of the Orlando Sanford Airport Class D

Airspace Area, Sanford, FL

AGENCY: Federal Aviation Administration (FAA) DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: This notice proposes to modify the Orlando Class B airspace

area, Orlando, FL; and the Orlando Sanford Airport Class D airspace

area, Sanford, FL. Specifically, this action proposes to modify several

subareas within the lateral boundaries of the existing Orlando Class B

airspace area; and lower the vertical limits of the Orlando Sanford

Airport Class D airspace area. The FAA is proposing this action to

enhance safety, reduce the potential for midair collision, and improve

the management of air traffic operations into, out of, and through the

Orlando terminal area while accommodating the concerns of airspace

users.

DATES: Comments must be received on or before June 30, 1999.

ADDRESSES: Send comments on the proposal in triplicate to the Federal

Aviation Administration, Office of Chief Counsel, Attention: Rules

Docket, AGC-200, Airspace Docket No. 95-AWA-4, 800 Independence Avenue,

SW., Washington, DC 20591. Comments may also be sent electronically to

the following Internet address: [email protected] The official

docket may be examined in the Rules Docket, Office of the Chief

Counsel, Room 916, 800 Independence Avenue, SW., Washington, DC,

weekdays, except Federal holidays, between 8:30 a.m. and 5:00 p.m. An

informal docket may also be examined during normal business hours at

the office of the Regional Air Traffic Division.

FOR FURTHER INFORMATION CONTACT: Sheri Edgett Baron, Airspace and Rules

Division, ATA-400, Office of Air Traffic Airspace Management, Federal

Aviation Administration, 800 Independence Avenue, SW., Washington, DC

20591; telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested parties are invited to participate in this proposed

rulemaking by submitting such written data, views, or arguments as they

may desire. Comments that provide the factual basis supporting the

views and suggestions presented are particularly helpful in developing

reasoned regulatory decisions on the proposal. Comments are

specifically invited on the overall regulatory, aeronautical, economic,

environmental, and energy-related aspects of the proposal.

Communications should identify the airspace docket number and should be

submitted in triplicate to the address listed above. Commenters wishing

the FAA to acknowledge receipt of their comments on this notice must

submit with those comments a self-addressed, stamped postcard on which

the following statement is made: ``Comments to Airspace Docket No. 95-

AWA-4.'' The postcard will be date/time stamped and returned to the

commenter. All communications received on or before the specified

closing date for comments will be considered before taking action on

the proposed rule. The proposal contained in this notice may be changed

in light of comments received. All comments submitted will be available

for examination in the Rules Docket both before and after the closing

date for comments. A report summarizing each substantive public contact

with FAA personnel concerned with this rulemaking will also be filed in

the docket.

Availability of NPRM's

An electronic copy of this document may be downloaded from the FAA

regulations section of the Fedworld electronic bulletin board service

(telephone: 703-321-3339) or the Government Printing Office's

electronic bulletin board service (telephone: 202-512-1661) using a

modem and suitable communications software.

Internet users may reach the FAA's web page at http://www.faa.gov

or the Government Printing Office's webpage

[[Page 26706]]

at http://www.access.gpo.gov/nara for access to recently published

rulemaking documents.

Any person may obtain a copy of this NPRM by submitting a request

to the Federal Aviation Administration, Office of Air Traffic Airspace

Management, 800 Independence Avenue, SW., Washington, DC 20591, or by

calling (202) 267-8783. Communications must identify the notice number

of this NPRM. Persons interested in being placed on a mailing list for

future NPRM's should call the FAA's Office of Rulemaking, (202) 267-

9677, for a copy of Advisory Circular No. 11-2A, Notice of Proposed

Rulemaking Distribution System, that describes the application

procedure.

The coordinates for this airspace docket are based on North

American Datum 83. Class B and Class D airspace areas are published,

respectively, in paragraphs 3000 and 5000 of FAA Order 7400.9F,

Airspace Designations and Reporting Points, dated September 10, 1998,

and effective September 16, 1998, which is incorporated by reference in

14 CFR section 71.1. The Class B and Class D airspace areas listed in

this document would be subsequently published in this Order.

Related Rulemaking Actions

On May 21, 1970, the FAA published, in the Federal Register, the

Designation of Federal Airways, Controlled Airspace, and Reporting

Points Final Rule (35 FR 7782). This rule provided for the

establishment of Terminal Control Airspace (TCA) areas (now known as

Class B airspace areas).

On June 21, 1988, the FAA published, in the Federal Register, the

Transponder with Automatic Altitude Reporting Capability Requirement

Final Rule (53 FR 23356). This rule, in part, requires all aircraft to

have an altitude encoding transponder when operating within 30 nautical

miles (NM) of any designated TCA (now known as Class B airspace area)

primary airport from the surface up to 10,000 feet MSL. This rule also

provides an exclusion for those aircraft not originally certificated

with an engine-driven electrical system (or those that have not

subsequently been certified with such a system) balloons, or gliders

operating outside of the Class B airspace area, but within 30 NM of the

primary airport.

On October 14, 1988, the FAA published, in the Federal Register,

the Terminal Control Area Classification and Terminal Control Area

Pilot and Navigation Equipment Requirements Final Rule (53 FR 40318).

This rule, in part, requires the pilot-in-command of a civil aircraft

operating within a TCA (now known as Class B airspace area) to hold at

least a private pilot certificate. Excepted from this requirement are

student pilots who have received certain documented training.

On December 17, 1991, the FAA published, in the Federal Register,

the Airspace Reclassification Final Rule (56 FR 65638). This rule, in

part, discontinued the use of the term ``Terminal Control Area'' (TCA)

and replaced it with the designation ``Class B airspace area.'' This

change in terminology is reflected in the remainder of this NPRM.

Background

The Class B airspace area program was developed to reduce the

potential for midair collision in the congested airspace surrounding

airports with high density air traffic operations by providing an area

wherein all aircraft are subject to certain operating rules and

equipment requirements.

The density of traffic and the type of operations being conducted

in the airspace surrounding these major terminal areas increase the

probability of midair collisions. In 1970, an extensive study found

that the majority of midair collisions occurred between a general

aviation (GA) aircraft and an air carrier or military aircraft, or

another GA aircraft. The basic causal factor common to these conflicts

was the mix of aircraft operating in accordance with visual flight

rules (VFR) and aircraft operating under instrument flight rules (IFR).

Class B airspace areas provide a method to manage the increasing number

of IFR and VFR operations. The regulatory requirements of Class B

airspace areas afford the greatest protection for the greatest number

of people, by giving air traffic control (ATC) the increased capability

to provide aircraft separation service.

The standard configuration of a Class B airspace area contains

three concentric circles centered on the primary airport extending to

10, 20, and 30 NM respectively. The standard vertical limit of these

airspace areas normally should not exceed 10,000 feet mean sea level

(MSL) with the floor established at the surface in the inner area and

at levels appropriate to the containment of operations in the outer

areas. Variations of these criteria may be utilized contingent on the

terrain, adjacent regulatory airspace, and factors unique to the

terminal area.

Pre-NPRM Public Input

As announced in the Federal Register on July 23, 1992 (57 FR 32834)

an informal airspace meeting was held on September 23, 1992, at the

Orlando Executive Airport. The purpose of this meeting was to provide

local airspace users an opportunity to present input on the planned

modifications to the Orlando Class B airspace area.

Additional informal airspace meetings were held on January 27 and

January 28, 1998 (63 FR 71043) at the Orlando Sanford Airport, and the

Kissimmee Municipal Airport respectively, to discuss planned changes,

in addition to those presented in 1992. These additional changes are

necessitated in part by the growth of airport operations at the Orlando

Sanford Airport, FL. All comments received in response to the initial

and subsequent informal airspace meetings, and the ensuing comment

periods, were considered and/or incorporated into this notice of

proposed rulemaking.

In response to initial and subsequent informal airspace meetings,

the FAA received eleven written comments. These comments centered

around the following: airspace configuration; equipment requirements;

geographical landmarks; and flyways/corridors. An analysis of the

comments and the Agency's response follows.

Analysis of Comments

Airspace Configuration

Several commenters recommended that the ceiling of the Orlando

Class B airspace area be lowered from the existing 10,000-foot ceiling

to 7,000 feet.

The FAA does not agree with these commenters. A ceiling at 10,000

feet supports IFR approach and departure procedures for the Orlando

terminal area, and provides optimum use of the airspace to contain

aircraft operations, and enhance aviation safety. The current ceiling

of 10,000 feet is required for the separation, segregation, and control

of aircraft operations, creating a safer environment in this congested

terminal area.

The Air Line Pilots Association (ALPA) opposed raising the floors

to the north in Area D from 1,600 to 2,100 feet MSL, and to the south

of Orlando International Airport in Area C, from the current designated

altitudes of 1,500 to 1,600 feet MSL. ALPA believes that raising the

floors to the north and south of the Class B airspace area would reduce

separation standards between IFR and VFR aircraft, and increase traffic

conflicts and pilot deviations at critical phases of flight.

The FAA does not agree with these comments. In order to effectively

design a safe and efficient airspace area, the FAA examined several

factors, including the required climb gradients for departing aircraft,

the standard rate

[[Page 26707]]

of descent for landing aircraft, and the requirement for operations to

be contained within the Class B airspace area. Based on this

examination, the FAA believes that the floor in Area D could be raised

from 1,600 to a newly proposed 2,000 feet MSL, and Area C from 1,500 to

1,600 feet MSL without compromising safety.

Several recommendations were received to raise the floor of Area E

north and south of Orlando International Airport from 3,000 to 6,000

feet MSL.

The FAA does not agree with this recommendation. Currently the

floor of the Class B airspace area is designated at 3,000 feet MSL

between a 10- to 25-mile radius of the Orlando International Airport.

The designated floor of Area E, north and south of the Orlando

International Airport, is required to allow sufficient airspace for

sequencing arriving and departing aircraft into and out of the Orlando

terminal area.

One commenter suggested eliminating the extensions to the Class B

airspace area, in the vicinity of the LAMMA and LEESE intersections,

and in the vicinity of the Lakeland Airport.

The FAA agrees with this suggestion. Based on current arrival

routes and altitudes, the FAA is proposing to reduce the current Class

B airspace area by removing the extensions northeast, northwest, and

southwest of the Orlando International Airport.

Several pilots recommended removing the Mid-Florida Airport from

the Class B airspace area, or raising the floor of the airspace between

20-30 NM northwest of Orlando International Airport.

The FAA agrees with this recommendation, and proposes to raise the

floor in Area F over the Mid-Florida Airport from 3,000 to 6,000 feet

MSL.

Two commenters recommended a higher ceiling for the Class B

airspace area south of the Orlando Executive Airport. These commenters

are of the opinion that a higher ceiling would provide additional

airspace for aircraft operating on Runways 13/31 when the Orlando

Executive Airport tower is closed.

The FAA agrees, in part, with this recommendation. The area south

of the Orlando Executive Airport has been raised to 900 feet MSL, and

the proposed boundary of the 1,600 feet MSL floor relocated to the Lake

Underhill Road. These proposed changes will allow improved access for

operations to and from Runway 13/31, and will allow Law Enforcement and

Lifeguard helicopter operations below the floor of the Class B airspace

area.

One commenter stated that Area E, located east of Orlando

International Airport, should be eliminated because it appears to have

little significance. This commenter also suggested that the northwest

edge of the inner core, Area A, would have a negative impact on the

approaches to Runway 07/25 at Orlando Executive Airport.

The FAA disagrees with this comment. Area E, east of Orlando

International Airport, is required to contain approach procedures, and

to ensure that aircraft remain in the Class B airspace area. Area A has

been modified since the 1992 proposal and the proposed rule only

encompass a 5-NM circle around the Orlando International Airport.

Equipment Requirements

One commenter recommended eliminating the area commonly known as

the Mode C veil area.

The FAA does not agree with this comment. In response to the

Department of Transportation and Related Agencies Appropriation Bill,

1988 (Pub. L. 100-202) and the Airport and Airway Safety and Capacity

Expansion Act of 1987 (Pub. L. 100-223) the FAA published, in the

Federal Register, the Transponder with Automatic Altitude Reporting

Capability Requirement Final Rule (53 FR 23356; June 21, 1988). This

rule, commonly referred to as the ``Mode C rule,'' requires all

aircraft to have an altitude encoding transponder when operating within

30 NM of any designated Class B airspace area primary airport from the

surface up to 10,000 feet MSL. This rule also provides an exclusion for

those aircraft not originally certificated with an engine-driven

electrical system, (or those that have not subsequently been certified

with such a system) balloons, or gliders operating outside of the Class

B airspace area, but within 30 NM of the primary airport.

The commenter is correct that the proposed airspace area will have

a veil area wherein a transponder with altitude encoding capability

will be required. Section 91.215 of Title 14 of the Code of Federal

Regulations (CFR) sets out requirements for ATC transponder and

altitude reporting equipment and use; however, this regulation also

includes procedures whereby aircraft not equipped with the required

transponder equipment may get relief from the stipulated requirements.

Landmarks/Fixes

Several commenters recommended using additional geographical

landmarks to define the boundaries or subareas of the proposed Class B

airspace area, and the establishment of VFR corridors or VFR flyways

for the Orlando terminal area.

The FAA agrees with the concept of these comments. Identifiable and

prominent landmarks have proven to be extremely useful to pilots

operating under VFR, providing assistance with identifying the

boundaries of a Class B airspace area. During the preliminary planning

for the Class B airspace area design, consideration was given to

utilizing Global Positioning System coordinates, Very High Frequency

Omnidirectional Radio Range (VOR) radials, latitudes and longitudes, as

well as geographical landmarks wherever possible. The FAA will continue

to work with airspace users to determine the feasibility of VFR

flyways, and to further identify any additional landmarks to assist GA

operators with identifying the Class B airspace area.

Corridors/Flyways

Several pilots recommended the establishment of an uncontrolled

east-west VFR corridor over Orlando International Airport. The

Experimental Aircraft Association also supported this recommendation,

and suggested that an east-west special flight rules area be

established.

The FAA does not agree with these recommendations, and believes

that the establishment of an east-west special flight rules area, or an

uncontrolled VFR corridor would restrict the flow of air traffic, and

impede operations in the Orlando terminal area. Current approach

procedures place a large volume of the aircraft arriving at the Orlando

International Airport on the east downwind leg of flight while

descending to 3,000 feet. The purpose of a Class B airspace area is to

provide optimum use of the airspace to contain aircraft operations and

enhance aviation safety, creating a safer environment in congested

terminal areas. Establishing a VFR corridor in close proximity to

aircraft operating in the Orlando Class B airspace area raises the

potential for conflict.

The Proposal

The FAA proposes to amend part 71 of the Federal Aviation

Regulations (14 CFR part 71) by modifying the Orlando Class B airspace

area, Orlando, FL; and the Orlando Sanford Airport Class D airspace

area, Sanford, FL. This proposal (as depicted on the attached chart)

would modify several subareas within the lateral boundaries of the

existing Class B airspace area; and modify the vertical limits of the

Orlando Sanford Airport Class D airspace area.

[[Page 26708]]

The FAA is proposing this action to enhance safety, reduce the

potential for midair collision, and to improve the management of air

traffic operations into, out of, and through the Orlando terminal area.

Specifically, the FAA proposes the following:

Orlando Class B Airspace Area

Area A. In the reconfiguration of Area A (that area beginning at

the surface up to 10,000 feet MSL), the FAA proposes to reduce the size

of Area A to a 5-mile radius of the primary airport, Orlando

International Airport. This proposed airspace modification would

contain large turbojet aircraft within the limits of the Class B

airspace area while operating to and from the primary airport. In

addition, a portion of Area A beyond 5 NM would be removed from the

surface area and reconfigured as Area B.

Area B. The FAA proposes to reconfigure Area B from a section of

the current surface area, between the 5-mile radius of the primary

airport, extending west to the John Young Parkway, north to Lake

Underhill Road, east to the Stanton Power Plant, and south to the

Orlando VORTAC 14 Distance Measuring Equipment (DME), extending upward

from 900 feet MSL. This proposed modification would support approach

and departure procedures for aircraft transitioning to and from the

Orlando International Airport. Also, this proposed airspace

modification would allow Law Enforcement and Lifeguard helicopter

operations below the floor of the Class B airspace area.

Area C. The floor of Area C would remain at 1,600 feet MSL north of

the Orlando Executive Airport; however, the FAA proposes to modify the

lateral limits of Area C to extend north of Lake Underhill Road, south

of S.R. 436, east of S.R. 423 and S.R. 434, and extending 8 miles east

of the Orlando Executive Airport. This proposed airspace modification

would support approach procedures for aircraft transitioning to the

final approach course for the Orlando International Airport.

The FAA also proposes to lower the floor of Area C from 3,000 to

1,600 feet MSL, extending 3 miles to the north and south of the Orlando

Sanford Airport, east of the Wekiva River, and west of Lake Harney's

eastern shore. This proposed airspace modification would support

approach procedures for large turbojet aircraft operations

transitioning to and from the Orlando Sanford Airport.

In addition, the FAA proposes to raise the floor of Area C from

1,500 to 1,600 feet MSL, extending south of the Orlando VORTAC 14 DME

arc, north of the Orlando VORTAC 20 DME arc, and between 2 and 13 miles

east of the Kissimmee Airport. This proposed airspace modification

would support approach procedures for aircraft transitioning to the

final approach course for the Orlando International Airport. This

modification would also allow nonparticipating aircraft sufficient

airspace to conduct VFR operations below the vertical limits of the

Class B airspace area while transitioning to/from secondary satellite

airports.

Area D. The FAA is proposing to modify Area D by raising the floor

of the area 10 miles north of the Orlando International Airport from

1,600 to 2,000 feet MSL, and the area southwest of the Orlando

International Airport from 1,500 to 2,000 feet MSL. This proposed area

extends between S.R. 423 and Kirkman Road, 6 to 9 miles west of the

primary airport, between 2 miles north and 5 miles south of the

Kissimmee Airport, and between 7 miles and 11 miles north of the

Orlando VORTAC. This proposed airspace modification would provide

sufficient airspace for sequencing and vectoring arriving and departing

aircraft in close proximity to the primary airport. It would also

increase the navigable airspace below the Class B airspace area in the

vicinity of Kissimmee Municipal Airport.

Area E. The floor of Area E would remain at 3,000 feet MSL;

however, the FAA is proposing to expand the lateral limits of Area E to

the north and south. The FAA proposes to extend Area E 3 miles west of

the Wekiva River, and between 3 to 6 miles north of the Orlando Sanford

Airport. This proposed airspace modification would provide sufficient

airspace for sequencing and vectoring aircraft, and ensure that

operations are contained within the Class B airspace area.

The FAA also proposes to extend Area E between the 20-mile and 30-

mile arcs south of the primary airport, and between 7 miles and 15

miles east of the primary airport. This proposed airspace modification

would provide sufficient airspace for sequencing and vectoring

aircraft, and would provide a controlled environment for aircraft

arriving and departing the Class B airspace area.

Area F. The FAA proposes to reconfigure the subareas of the

existing Class B airspace areas as Area F, from 6,000 up to and

including 10,000 feet MSL, extending from 8 miles west of the primary

airport to Highway 27. This proposed airspace modification would

provide sufficient airspace to contain aircraft in a controlled

environment when transitioning between the en route and terminal phase

of flight.

The FAA also proposes to modify Area F from the power line located

approximately 15 miles east of the primary airport, eastward, to the

power line located approximately 22 miles east of the primary airport.

This proposed airspace modification would provide sufficient airspace

to contain aircraft in a controlled environment when transitioning

between the en route and terminal phase of flight.

Orlando Sanford Airport Class D Airspace Area

The FAA proposes to lower the Orlando Sanford Airport Class D

airspace area from 3,000 to 1,600 feet MSL. The Orlando Sanford Airport

Class D airspace area would include a radius of 4.4 NM from the Orlando

Sanford Airport up to but not including 1,600 feet MSL. This proposed

airspace modification coincides with the FAA's proposal to lower the

floor of the Class B airspace area in the vicinity of the Orlando

Sanford Airport.

Regulatory Evaluation Summary

Changes to Federal Regulations must undergo several economic

analyses. First, Executive Order 12866 directs that each Federal agency

shall propose or adopt a regulation only upon a reasoned determination

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

the Regulatory Flexibility Act requires agencies to analyze the

economic effect of regulatory changes on small businesses and other

small entities. Third, the Office of Management and Budget directs

agencies to assess the effect of regulatory changes on international

trade. In conducting these analyses, the FAA has determined that this

proposed rule: (1) would generate benefits that justify its minimal

costs and is not a ``significant regulatory action'' as defined in the

Executive Order; (2) is not significant as defined in the Department of

Transportation's Regulatory Policies and Procedures; (3) would not have

a significant impact on a substantial number of small entities; (4)

would not constitute a barrier to international trade; and (5) would

not contain any Federal intergovernmental or private sector mandate.

These analyses are summarized here in the preamble, and the full

Regulatory Evaluation is in the docket.

The FAA proposes to modify the Orlando Class B and the Orlando

Sanford Airport Class D airspace areas. The Orlando Class B airspace

area modification would maintain the 10,000 feet mean sea level (MSL)

airspace ceiling and redefine the lateral limits of several of the

existing subareas to

[[Page 26709]]

improve the management of air traffic operations in the Orlando

terminal area. The Orlando Sanford Airport Class D airspace area

modification would lower the airspace area from 3,000 to 1,600 feet MSL

and would include a radius of 4.4 NM from the Orlando Sanford Airport

up to but not including 1,600 feet MSL.

The FAA has determined that the modification of the Orlando Class B

and the Orlando Sanford Airport Class D airspace areas would improve

the operational efficiency while maintaining aviation safety in the

terminal area. Also, clearer boundary definition and changes to lateral

and vertical limits of the subareas would leave additional

noncontrolled airspace for VFR aircraft transitioning to and from

satellite airports. This proposal would impose only negligible costs on

airspace users and could potentially reduce circumnavigation costs to

some operators.

The proposed rule would result in negligible additional

administrative costs to the FAA and no additional operational costs for

personnel or equipment to the agency. Notices would be sent to pilots

within a 100-mile radius of the Orlando International Airport at an

estimated cost of $2,931.00 for postage. Printing of aeronautical

charts which reflect the changes to the Class B and Class D airspace

areas would be accomplished during a scheduled chart printing, and

would result in no additional costs for plate modification and updating

of charts. Furthermore, no staffing changes would be required to

maintain the modified Class B and Class D airspace areas. Potential

increase in FAA operations workload could be absorbed by current

personnel and equipment.

In view of the negligible cost of compliance, enhanced aviation

safety, and improved operational efficiency, the FAA has determined

that the proposed rule would be cost-beneficial.

Initial Regulatory Flexibility Determination

The Regulatory Flexibility Act of 1980 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 principal, the Act requires agencies to solicit and

consider flexible regulatory proposals and to explain the rational for

their actions. The Act 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 determination is that it will, the

agency must prepare a regulatory flexibility analysis (RFA) 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 act provides that

the head of the agency may so certify and an RFA is not required. The

certification must include a statement providing the factual basis for

this determination, and the reasoning should be clear.

The FAA has determined that the proposed rule would have a de

minimus impact on small entities. All commercial and general aviation

operators who presently use the Orlando International Airport are

equipped to operate within the modified Class B airspace area. As for

aircraft that regularly fly through the Orlando Sanford Airport Class D

airspace area, since the airport is situated within the established

Orlando Mode C Veil, all aircraft should already have the necessary

equipment to transition the modified Class B airspace area. Therefore,

there would be no additional equipment cost to these entities.

Accordingly, pursuant to the Regulatory Flexibility Act, 5 U.S.C.

605(b), the Federal Aviation Administration certifies that this rule

would not have a significant economic impact on a substantial number of

small entities. The FAA solicits comments from affected entities with

respect to this finding and determination.

International Trade Impact Assessment

The proposed rule would not constitute a barrier to international

trade, including the export of U.S. goods and services to foreign

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

States.

Unfunded Mandates Assessment

Title II of the Unfunded Mandates Reform Act of 1995 (the Act),

enacted as Public Law 104-4 on March 22, 1995, requires each Federal

agency, to the extent permitted by law, to prepare a written assessment

of the effects of any Federal mandate in a proposed or final agency

rule that may result in the expenditure of $100 million or more (when

adjusted annually for inflation) in any one year by State, local, and

tribal governments in the aggregate, or by the private sector. Section

204(a) of the Act, 2 U.S.C. 1534(a), requires the Federal agency to

develop an effective process to permit timely input by elected officers

(or their designees) of State, local, and tribal governments on a

proposed ``significant intergovernmental mandate.'' A ``significant

intergovernmental mandate'' under the Act is any provision in a Federal

agency regulation that would impose an enforceable duty upon State,

local, and tribal governments in the aggregate of $100 million

(adjusted annually for inflation) in any one year. Section 203 of the

Act, 2 U.S.C. 1533, which supplements section 204(a), provides that,

before establishing any regulatory requirements that might

significantly or uniquely affect small governments, the agency shall

have developed a plan, which, among other things, must provide for

notice to potentially affected small governments, if any, and for a

meaningful and timely opportunity for these small governments to

provide input in the development of regulatory proposals.

This proposed rule does not contain any Federal intergovernmental

or private sector mandates. Therefore, the requirements of Title II of

the Unfunded Mandates Reform Act of 1995 do not apply.

Paperwork Reduction Act

In accordance with the Paperwork Reduction Act of 1995 (44 U.S.C.

3507(d)) there are no requirements for information collection

associated with this notice.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

In consideration of the foregoing, the Federal Aviation

Administration proposes to amend 14 CFR part 71 as follows:

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

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

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

follows:

Authority: 49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854, 24

FR 9565, 3 CFR, 1959-1963 Comp., p. 389.

Sec. 71.1 [Amended]

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

Aviation Administration Order 7400.9F, Airspace Designations and

Reporting Points,

[[Page 26710]]

dated September 10, 1998, and effective September 16, 1998, is amended

as follows:

Paragraph 3000--Subpart B--Class B Airspace

* * * * *

ASO FL B Orlando, FL [Revised]

Orlando International Airport (Primary Airport)

(Lat. 28 deg.25'44'' N., long. 81 deg.18'58'' W.)

Orlando VORTAC

(Lat. 28 deg.32'34'' N., long. 81 deg.20'06'' W.)

Boundaries

Area A--That airspace extending upward from the surface to and

including 10,000 feet MSL within a radius of 5 NM from the Orlando

International Airport.

Area B--That airspace extending upward from 900 feet MSL to and

including 10,000 feet MSL beginning at a point of the intersection

of State Road (S.R.) 423 (John Young Parkway) and Interstate 4,

thence northeast along Interstate 4 to the intersection of

Interstate 4 and S.R. 441 (Orange Blossom Trail), thence direct to

the intersection of Lake Underhill Road and Palmer Street, thence

east along Lake Underhill Road to the intersection of Lake Underhill

Road and the Central Florida Greenway, thence direct to lat.

28 deg.30'00'' N., long. 8 deg.11'00'' W., (one mile northwest of

the Stanton Power Plant), thence south to the intersection of the

ORL VORTAC 14-mile radius arc, thence clockwise along the 14-mile

radius arc of the ORL VORTAC to the intersection of S.R. 423, thence

north along S.R. 423 to the point of beginning.

Area C--That airspace extending upward from 1,600 feet MSL to

and including 10,000 feet MSL beginning at a point of the

intersection of the Wekiva River at lat. 28 deg.44'00'' N., long.

81 deg.25'30'' W., thence north along the Wekiva River to the

intersection of lat. 28 deg.50'00'' N. Thence east to lat.

28 deg.50'00'' N., long. 81 deg.02''30'' W., thence south to the

intersection of lat. 28 deg.44'00'' N., long. 81 deg.02'30'' W.,

thence west to the point of beginning.

Also that airspace north of the Orlando Executive Airport

extending upward from 1,600 feet MSL to and including 10,000 feet

MSL beginning at a point of the intersection of Interstate 4 and

S.R. 423. Thence north along S.R. 423 to the intersection of S.R.

423 and S.R. 441 (Orange Blossom Trail). Thence direct to the

intersection of S.R. 434 (Forest City Road) and S.R. 424 (Edgewater

Drive), thence north along S.R. 434 to the intersection of S.R. 436

(Altamonte Drive.), thence east along S.R. 436 to the intersection

of Hwy 17-92, thence east along lat. 28 deg.39'20'' N., to long.

81 deg.11'00'' W. Thence south to the intersection of lat.

28 deg.30'00'' N., thence northwest direct to the intersection of

Lake Underhill Road and S.R. 417 (Central Florida Greenway), thence

west along Lake Underhill Road to the intersection of Palmer Street.

Thence southwest direct to the intersection of Interstate 4 and the

S.R. 441, thence southwest along Interstate 4 to the point of

beginning.

Also that airspace south of the primary airport extending upward

from 1,600 feet MSL to and including 10,000 feet MSL beginning at a

point of the intersection of long. 81 deg.24'06'' W. and the ORL

VORTAC 14-mile radius arc, thence counterclockwise along the 14-mile

radius arc of the ORL VORTAC to the intersection of long.

81 deg.11'00'' W., thence south to the intersection of the ORL

VORTAC 20-mile radius arc, thence clockwise along the ORL VORTAC 20-

mile radius arc to long. 81 deg.24'06'' W., thence north to the

point of beginning.

Area D--That airspace extending upward from 2,000 feet MSL to

and including 10,000 feet MSL beginning at a point of the

intersection of Interstate 4 and long. 81 deg.27'30'' W., thence

north to lat. 28 deg.44'00'' N., thence east to long. 81 deg.11'00''

W., thence south to lat. 28 deg.39'20'' N., thence west to the

intersection of S.R. 436 and Hwy 17-92, thence west along S.R. 436

to the intersection of S.R. 436 and S.R. 434, thence south along

S.R. 434 to the intersection of S.R. 434 and S.R. 424, thence direct

to the intersection of S.R. 423 and S.R. 441, thence south along

S.R. 423 to the intersection of the ORL VORTAC 14-mile radius arc,

thence counterclockwise along the 14-mile radius arc of the ORL

VORTAC to long. 81 deg.24'06'' W. thence south to the intersection

of the ORL VORTAC 20-mile radius arc, thence clockwise to the

intersection of long. 81 deg.27'30'' W., thence north to the point

of beginning.

Area E--That airspace extending upward from 3,000 feet MSL to

and including 10,000 feet MSL beginning at a point of the

intersection of lat. 28 deg.44'00'' N., long. 81 deg.27'30'' W.,

thence north to the intersection of lat. 28 deg.53'00'' N., thence

east to the intersection of the MCO Mode C Veil 30-NM radius arc,

thence southeast along this arc to the intersection of the power

lines at lat. 28 deg.50'20'' N., thence southeast along these power

lines to lat. 28 deg.44'00'' N., thence west to long. 81 deg.02'30''

W., thence north to lat. 28 deg.50'00'' N., thence west to the

intersection of the Wekiva River, thence south along the Wekiva

River to lat. 28 deg.44'00'' N., thence west to the point of

beginning.

Also that airspace extending upward from 3,000 feet MSL to and

including 10,000 feet MSL beginning south of the primary airport at

a point of the intersection of long. 81 deg.27'30'' W. and the ORL

20-mile radius arc, thence counterclockwise along the 20-mile radius

arc of the ORL VORTAC to the intersection of long. 81 deg.11'00''

W., thence north to the intersection of lat. 28 deg.44'00'' N.,

thence east to the intersection of the Florida Power transmission

lines at lat. 28 deg.44'00'' N., long. 81 deg.05'20'' W., (one half

mile west of Southerland Airport), thence south along this power

line to the intersection of Highway 50 at lat. 28 deg.32'10'' N.,

long. 81 deg.03'45'' W., thence south to the Bee Line Expressway, at

lat. 28 deg.27'05'' N., long. 81 deg.03'45'' W., thence west along

the Bee Line Expressway to the intersection of lat. 28 deg.27'00''

N., long. 81 deg.04'40'' W., thence south to the intersection of the

ORL VORTAC 30-mile radius arc, thence clockwise along the 30-mile

radius arc of the ORL VORTAC to long. 81 deg.27'30'' W., thence

north to the point of beginning.

Area F--That airspace extending upward from 6,000 feet MSL to

and including 10,000 feet MSL beginning south of the primary airport

at the intersection of the ORL VORTAC 30-mile radius arc and long.

81 deg.27'30'' W., thence clockwise to the intersection of Highway

27, thence north along Highway 27 to the intersection of Highway 27

and long. 81 deg.45'00'' W., thence north along long. 81 deg.45'00''

W. to the intersection of the ORL VORTAC 24-mile radius arc, thence

clockwise along the 24-mile radius arc to the intersection of lat.

28 deg.53'00'' N., thence east to lat. 28 deg.53'00'' N., long.

81 deg.27'30'' W., thence south to the point of beginning.

Also that airspace extending upward from 6,000 feet MSL to and

including 10,000 feet MSL beginning at the Florida Power

transmission lines at lat. 28 deg.44'00'' N., long. 81 deg.05'20''

W., thence east along lat. 28 deg.44'00'' N. to the Florida Power

transmission lines at lat. 28 deg.44'00'' N., long. 81 deg.55'40''

W., thence southeast and south along these power lines to the

intersection of Highway 50, thence south to the power lines at lat.

28 deg.22'14'' N., long. 80 deg.52'30'' W., thence southwest along

these power lines to the intersection of long. 81 deg.04'40' deg.

W., thence north along long. 81 deg.04'40'' W., to the intersection

of the Bee Line Expressway at lat. 28 deg.27'05'' N., long.

81 deg.04'40'' W., thence east along the Bee Line Expressway to lat.

28 deg.27'00'' N., long. 81 deg.03'45'' W., thence north to the

intersection of Highway 50 and the Florida Power transmission lines

at lat. 28 deg.32'10'' N., long. 81 deg.03'45'' W., thence north

along these power lines to the point of beginning.

* * * * *

Paragraph 5000--Subpart D--Class D Airspace

* * * * *

ASO FL D Sanford, FL [Revised]

Orlando Sanford Airport, FL [formerly known as the Central Florida

Regional Airport]

(Lat. 28 deg.46'44'' N., long. 81 deg.14'18'' W.)

That airspace extending upward from the surface to but not

including 1,600 feet MSL within a 4.4-mile radius of the Orlando

Sanford Airport. This Class D airspace area is effective during the

specific dates and times established in advance by a Notice to

Airmen. The effective date and time will thereafter be continuously

published in the Airport/Facility Directory.

* * * * *

Issued in Washington, DC, on May 11, 1999.

Reginald C. Matthews,

Acting Program Director for Air Traffic Airspace Management.

BILLING CODE 4910-13-P

[[Page 26711]]

Appendix--Proposed Orlando Class B Airspace

[GRAPHIC] [TIFF OMITTED] TP17MY99.000

[FR Doc. 99-12360 Filed 5-14-99; 8:45 am]

BILLING CODE 4910-13-C