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

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## Record

- **Collection:** Federal Register
- **Document type:** Proposed Rule
- **Published:** May 17, 1999
- **Citation:** 64 FR 26705

## Text

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

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Source: Frix Law Library, https://www.frixlaw.com/law-library/documents/fr%3A99-12360. Public record. Not legal advice.