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* * * * * DC 20591; telephone: (202) 267–8783. statement is made: ‘‘Comments to FAA Issued in Washington, DC, on February 22, The Order is also available for Docket No. FAA–2020–0490 and 202. inspection at the National Archives and Airspace Docket No. 18–AWA–2.’’ The George Gonzalez, Records Administration (NARA). For postcard will be date/time stamped and returned to the commenter. Acting Manager, Rules and Regulations information on the availability of FAA Group. Order 7400.11E at NARA, email: All communications received on or [email protected], or go to https:// before the specified closing date for [FR Doc. 2021–03970 Filed 3–4–21; 8:45 am] www.archives.gov/federal-register/cfr/ comments will be considered before BILLING CODE 4910–13–P ibr-locations.html. taking action on the proposed rule. The FOR FURTHER INFORMATION CONTACT: Paul proposal contained in this action may DEPARTMENT OF TRANSPORTATION Gallant, Rules and Regulations Group, be changed in light of comments Office of Policy, Federal Aviation received. All comments submitted will Federal Aviation Administration Administration, 800 Independence be available for examination in the Avenue SW, Washington, DC 20591; public docket both before and after the 14 CFR Part 71 telephone: (202) 267–8783. closing date for comments. A report summarizing each substantive public SUPPLEMENTARY INFORMATION: [Docket No. FAA–2020–0490; Airspace contact with FAA personnel concerned Docket No. 18–AWA–2] Authority for This Rulemaking with this rulemaking will be filed in the RIN 2120–AA66 The FAA’s authority to issue rules docket. Proposed Amendment of Class B regarding aviation safety is found in Availability of NPRMs Airspace; Miami, FL Title 49 of the United States Code. An electronic copy of this document Subtitle I, Section 106 describes the may be downloaded through the AGENCY: Federal Aviation authority of the FAA Administrator. internet at https://www.regulations.gov. Administration (FAA), DOT. Subtitle VII, Aviation Programs, Recently published rulemaking ACTION: Notice of proposed rulemaking describes in more detail the scope of the documents can also be accessed through (NPRM). agency’s authority. This rulemaking is the FAA’s web page at https:// promulgated under the authority _ SUMMARY: This action proposes to www.faa.gov/air traffic/publications/ described in Subtitle VII, Part A, airspace_amendments/. modify the Miami International Airport, Subpart I, Section 40103. Under that FL (MIA) Class B airspace area to ensure You may review the public docket section, the FAA is charged with containing the proposal, any comments the containment of aircraft conducting prescribing regulations to assign the use instrument procedures. The FAA is received and any final disposition in of the airspace necessary to ensure the person in the Dockets Office (see proposing this action to improve the safety of aircraft and the efficient use of flow of air traffic, enhance safety, and ADDRESSES section for address and airspace. This regulation is within the phone number) between 9:00 a.m. and reduce the potential for midair collision scope of that authority as it would in the MIA terminal area. This action 5.00 p.m., Monday through Friday, modify the MIA Class B airspace area to except federal holidays. An informal also proposes changes to the MIA Class improve the flow of air traffic and B airspace area to ensure the docket may also be examined during enhance safety within the National normal business hours at the office of containment of arriving and departing Airspace System (NAS). aircraft within Class B airspace as the Eastern Service Center, Federal required by FAA directives contained in Comments Invited Aviation Administration, Room 210, FAA Order 7400.2M. This proposed 1701 Columbia Ave., College Park, GA, Interested parties are invited to 30337. action is separate and distinct from the participate in this proposed rulemaking Florida Metroplex Project. by submitting such written data, views, Availability and Summary of DATES: Comments must be received on or arguments as they may desire. Documents for Incorporation by or before May 4, 2021. Comments that provide the factual basis Reference ADDRESSES: Send comments on this supporting the views and suggestions This document proposes to amend proposal to the U.S. Department of presented are particularly helpful in FAA Order 7400.11E, Airspace Transportation, Docket Operations, 1200 developing reasoned regulatory Designations and Reporting Points, New Jersey Avenue SE, West Building decisions on the proposal. Comments dated July 21, 2020, and effective Ground Floor, Room W12–140, are specifically invited on the overall September 15, 2020. FAA Order Washington, DC 20590–0001; telephone: regulatory, aeronautical, economic, 7400.11E is publicly available as listed (800) 647–5527, or (202) 366–9826. You environmental, and energy-related in the ADDRESSES section of this must identify FAA Docket No. FAA– aspects of the proposal. document. FAA Order 7400.11E lists 2020–0490 and Airspace Docket No. 18– Communications should identify both Class A, B, C, D, and E airspace areas, AWA–2 at the beginning of your docket numbers (FAA Docket No. FAA– air traffic service routes, and reporting comments. You may also submit 2020–0490 and Airspace Docket No. 18– points. comments through the internet at AWA–2) and be submitted in triplicate https://www.regulations.gov. to the Docket Management Facility (see Background FAA Order 7400.11E, Airspace ADDRESSES section for address and In 1973, the FAA issued a final rule Designations and Reporting Points, and phone number). You may also submit that established the Miami, FL, subsequent amendments can be viewed comments through the internet at Terminal Control Area (TCA) (38 FR online at https://www.faa.gov/air_ https://www.regulations.gov. 3588, February 8, 1973). As a result of traffic/publications/. For further Commenters wishing the FAA to the Airspace Reclassification final rule, information, you can contact the Rules acknowledge receipt of their comments which became effective in 1993, the and Regulations Group, Federal on this action must submit with those term ‘‘Terminal Control Area’’ was Aviation Administration, 800 comments a self-addressed, stamped replaced by ‘‘Class B airspace area.’’ (56 Independence Avenue SW, Washington, postcard on which the following FR 65638, December 17, 1991). As with

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the former TCA, the primary purpose of —The South Florida area has seen —At times, controllers must keep a Class B airspace area is to reduce the significant growth in general aviation arrivals above their normal descent potential for midair collisions in the activity. profiles in order to contain them airspace surrounding airports with high- —Implementation of Area Navigation/ within Class B airspace. This negates density air traffic operations by Required Navigation Performance the benefits of optimized profile providing an area in which all aircraft (RNAV/RNP) approach procedures at descents and is detrimental to newer are subject to the same operating rules MIA. aircraft types that require longer/ and equipment requirements. —Advances in flight deck technology shallower descent profiles in order to In 1975, the FAA issued a final rule that allow aircraft automation to dissipate energy during the descent. modifying the Miami, FL TCA (40 FR manage both the lateral and vertical —Aircraft on downwind leg being 4119, January 28, 1975). Based on flight path. vectored to Runway 30 often times changes in approach procedures, and a —Air carriers’ adoption of ‘‘optimized exit the Class B airspace during busy re-evaluation of the airspace needed to profile descent’’ procedures that arrival and departure times, due to the contain large turbine-powered aircraft, provide a constant angle, spacing procedures required when the FAA implemented numerous uninterrupted descent from cruising conducting Converging Runway changes to the Miami, FL TCA. These altitude into the terminal area. The Operations. included redefining various lateral newer generation aircraft utilize a —Large turbine-powered aircraft may be boundaries and altitude floors of the shallower descent at reduced power placed in areas where non- TCA, and the removal of airspace not settings resulting in a more fuel- participating aircraft may be needed for the containment of aircraft. efficient profile. operating. The revised configuration is similar to —Industry-wide migration to satellite- —When simultaneous approaches to the current MIA Class B airspace area. based global positioning system (GPS) Runways 9 and 8L/R are in progress, In 1983, the FAA issued a final rule RNAV procedures, and RNP the requirement to remain at 5,000 that established a new ‘‘Area H’’ that procedures have replaced procedures feet MSL requires controllers to have raised the floor of the then Miami, FL that rely on ground-based pilots expedite their descent from TCA from 1,500 feet mean sea level navigational facilities. 5,000 feet MSL to 3,000 feet MSL, (MSL), to 2,000 feet MSL in an area west —Introduction of several new which the aircraft landing on Runway of Miami-Opa Locka Executive Airport capabilities at MIA that are expect to 9/27 must reach before turning onto (OPF) (48 FR 5540, February 7, 1983). boost arrival capacity, including the base leg. This change allowed aircraft to fly the Simultaneous Instrument Approaches —The limitations imposed by these Instrument Landing System (ILS) to Runway 9/27, Automatic existing 5,000 foot MSL and 4,000 approach to OPF Runway 09L without Dependent Surveillance-Broadcast foot MSL Class B airspace area floors entering the Miami, FL TCA. (ADS–B), and Wake Recategorization requires controllers to vector aircraft A 1996 final rule corrected the legal (RECAT)/Consolidated Wake on close-in downwind legs and/or description of the MIA Class B airspace Turbulence procedural changes. restrict their altitudes to contain them area. The final rule was necessary due in the Class B, thus increasing the Impact of MIA Class B Airspace Area to the decommissioning of the Biscayne possibility of unstable approaches. Configuration on Operations Bay, FL, Very High Frequency Proposed Changes to the MIA Class B Despite the continued growth in air Omnidirectional Range (VOR), and the Airspace Area Miami, FL, VOR, navigation aids traffic operations and passenger (NAVAID) that had been used to define enplanements over the years, the FAA To improve the flow of air traffic, the lateral limits of the airspace (61 FR has not substantially modified the MIA enhance safety, and reduce the potential 5934, February 15, 1996). The 1996 final Class B airspace area since the 1975 for midair collision in the MIA terminal rule simply replaced obsolete NAVAID rule. The current MIA Class B airspace area, consistent with the directive to references in the Class B description but area configuration and operational contain arriving and departing aircraft it did not alter the actual vertical or demand has the following effects: within Class B, the FAA is proposing a lateral limits of the MIA Class B —The MIA Class B airspace area does number of changes to the MIA Class B airspace area. not fully contain aircraft flying airspace configuration, including: instrument procedures at MIA as —Expanding the existing 20 nautical Developments Since the Last MIA Class mile (NM) outer boundary of the MIA B Airspace Area Modification required by FAA directives contained in FAA Order 7400.2M. Aircraft Class B airspace area to 25 NM east The last substantial change to the MIA executing instrument approaches and west of MIA for containment of Class B airspace area was the 1975 rule. routinely exit and re-enter Class B aircraft in MIA Class B airspace. That rule was based on air traffic airspace on final approach. —Lowering the floor of MIA Class B activity levels from the 1970s. The —Controllers must vector large turbine- airspace area from the current 5,000 following developments have taken powered aircraft beyond the outer feet MSL to 3,000 feet MSL in the area place since its enactment: limit of Class B airspace during north of Miami Executive Airport —In 2003, a third parallel runway (08L/ periods of moderate to heavy arrival (TMB); and from the current 4,000 26R) was commissioned at MIA, demand in order to comply with final feet MSL to 3,000 feet MSL in the area which increased airport capacity by approach course interception northwest of MIA. bringing the number of runways to procedures and separation standards. An analysis of existing MIA traffic flow four. —If large turbine-powered aircraft are shows that the proposed MIA Class B —Over 100 airlines are now serving vectored or descended outside the airspace area modifications would MIA. MIA operations increased from Class B airspace, controllers must enhance safety by containing instrument 278,005 in 2015 to 416,773 in 2019. advise pilots when leaving and re- procedures within MIA Class B airspace Passenger enplanements rose from entering the airspace. This contributes area, and provide better segregation 20,875,813 in 2016 to 21,021,640 in to increased controller workload as between instrument flight rules (IFR) 2018. well as radio transmission congestion. aircraft arriving and departing MIA, and

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visual flight rules (VFR) aircraft HST Homestead Air Reserve Base Committee suggested that this would be operating in the vicinity of the MIA HWO North Perry Airport similar to the Los Angeles Special Flight Class B airspace area. The MIA Class B MIA Miami International Airport Rules Area which traverses the Los airspace modifications proposed in this TMB Miami Executive Airport (formerly Angeles Class B airspace area. Miami, Kendall-Tamiami Executive NPRM are intended to, in the most safe Airport) The FAA could not adopt this and efficient manner, expand Class B TNT Dade-Collier Training and Transition recommendation because VFR Corridors airspace area, where necessary, to Airport do not apply to Class C airspace areas. contain large, turbine-powered aircraft X51 Miami Homestead General Aviation Separately, with regard to the specific while minimizing the impact on the use Airport proposed location, a VFR Corridor is not of the airspace by other aircraft. Pre-NPRM Public Input feasible for this area based on Clarification of Terms operational constraints such as traffic In 2010, the FAA formed an Ad Hoc volume and traffic flows. MIA arrival A review of comments received Committee (Committee) to seek input traffic descends from 8,000 feet MSL to during the pre-NPRM public input and recommendations from 3,000 feet MSL in the downwind leg. phase revealed that some representatives of affected aviation Departures climb to 5,000 feet MSL misunderstanding exists of several segments for the FAA to consider in initially, and aircraft executing a go- terms that apply to published VFR designing proposed modifications to the around climb to either 3,000 feet MSL routes. The confusion has arisen MIA Class B airspace area. At that time, or 4,000 feet MSL. For FLL, arrivals because, over time, the terms have often the FAA was considering a proposal descend from 6,000 feet MSL to 3,000 been used interchangeably. Since the that would expand the MIA Class B feet MSL in the downwind leg. terms are used in this NPRM, the FAA airspace area as well as convert the Fort Departures climb to 3,000 feet MSL is clarifying the meaning of these terms. Lauderdale/Hollywood International initially, and aircraft executing a go- A VFR Corridor is airspace through a Airport (FLL) Class C airspace area to a around climb to 2,000 feet MSL or 3,000 Class B airspace area with defined Class B airspace area. Participants in the feet MSL. Since aircraft could operate in vertical and lateral boundaries in which Committee included representatives the corridor without an ATC clearance a VFR aircraft may operate without an from the Aircraft Owners and Pilots or communication with ATC, this air traffic control (ATC) clearance or Association (AOPA), Miami-Dade would present a safety hazard. communication with ATC. A VFR Aviation Department, Miami-Dade Alternatively, currently there is a Corridor is, in effect, a ‘‘tunnel’’ or Police Department Aviation Unit, charted VFR Flyway below 3,000 feet ‘‘hole’’ through Class B airspace. Due to Florida DOT, Broward County Aviation MSL, running generally north and heavy traffic volume and the procedures Department, Opa-Locka Helicopters, south, that is located beneath the necessary to manage the flow of traffic, ADF Airways, Sheltair Aviation, western side of the MIA Class B airspace it has not been possible to incorporate National Jets, Aerial Banners, Delta area. Additionally, an east-west oriented VFR Corridors in MIA Class B airspace Connection, Florida Aero Club, and Van Flyway below 2,000 feet MSL is located areas. Wagner Aerial Media. A VFR Flyway is a general flight path, to the south of Hollywood North Perry not defined as a specific course, for use Discussion of Ad Hoc Committee airport (HWO), and to the north of by pilots planning flights into, out of, Recommendations Miami-Opa Locka Executive airport through, or near complex terminal On September 1, 2010, the Committee (OPF). airspace in order to avoid Class B submitted three recommendations for The Committee recommended that the airspace. An ATC clearance is not the FAA to consider in designing FAA develop ‘‘shoreline transitions’’ for required to fly these routes. Where proposed modifications of the MIA and VFR aircraft through the Class B established, VFR Flyways are depicted FLL airspace. airspace. Specifically, this would on the reverse side of the VFR Terminal The Committee recommended that the accommodate pilots who desire to Area Chart (TAC). These routes are FAA align the boundaries of the MIA operate over or near the shoreline east designed to assist pilots in planning Class B airspace with prominent of FLL. The Committee added that the flights under or around Class B airspace geographical features (visual landmarks) FAA should publish information on areas without actually entering Class B whenever possible. Sectional and TAC to advise aircraft airspace. The FAA agreed with the requesting shoreline transitions to A Class B Airspace Area VFR recommendation and, to the extent contact MIA approach; including Transition Route is a route depicted on possible, adopted the use of frequencies, designated entry and exit a TAC to accommodate VFR aircraft geographical features in this proposal. points, expected altitudes, and times transiting through a Class B airspace However, areas that overlie the Atlantic requests may be approved. area. The route includes a specific flight Ocean and the Florida Everglades lack The FAA reviewed this course and specific ATC-assigned prominent landmarks. Currently, there recommendation and, although altitudes. Pilots must obtain an ATC are approximately 25 VFR checkpoints, shoreline transitions do exist in the clearance prior to entering Class B 4 VFR waypoints, and 5 latitude/ Miami area, the Fort Lauderdale- airspace on the route. longitude points depicted on the VFR Hollywood International Airport See the Aeronautical Information Flyway Planning Chart in the MIA/FLL runways are only 1 to 2 NM from the Manual (AIM) for more details about area. The FAA is considering additional shoreline. Aircraft flying the Instrument these routes. points to enhance VFR navigation in the Landing System approaches to Runways area. 28L and 28R are descending to the Airport Location Identifiers The Committee also recommended minimum approach altitudes in the For ease of reference, the following that the FAA establish a VFR Corridor vicinity of the shoreline, while aircraft airport identifiers are used in this between 3,000 feet MSL and 5,000 feet departing on Runways 10L and 10R are NPRM: MSL that extends from the northern in a critical phase of flight during initial FLL Fort Lauderdale/Hollywood edge of FLL’s airspace to the southern climbout in that same area. For these International Airport edge of MIA’s airspace, to permit north- reasons, a shoreline transition is not FXE Fort Lauderdale Executive Airport south transition of aircraft. The feasible in that area.

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After full consideration of the (TMB), OPF, North Perry (HWO), and proposed Class B modification is to Committee’s discussions and Miami Homestead General Aviation provide the least restrictive, yet safe recommendations, the FAA decided to (X51) airports. operation around MIA. The proposed pursue an alternative airspace design. As discussed above, the Committee floors for Areas B and F are needed to had similar concerns about North-South ensure that aircraft on final approach to Informal Airspace Meetings transitions through the area. As MIA remain inside Class B airspace, and As announced in the Federal Register previously noted, in addition to the to separate non-participating aircraft on December 4, 2012, the FAA North-South oriented charted VFR from MIA arrivals. Aircraft on conducted three informal airspace Flyway, an East-West oriented flyway instrument approach are in descent meetings: January 28, 2013, at the Wings has been charted situated north of OPF below 3,000 feet MSL to 1,500 feet MSL Over Miami Air Museum, Miami, FL; and south of HWO. This VFR Flyway at the Final Approach Fix (FAF) for January 29, 2013, at Miami Dade connects to the North-South flyway. Use Runway 26R; to 1,600 feet MSL at the College, Miami, FL; and January 30, of these flyways should provide access FAF for Runway 26L and Runway 30; or 2013, Miramar Town Center, Miramar, to the four airports identified by the 1,700 feet MSL at the FAF for Runway FL. (77 FR 71734). Additionally, as commenter. 27. Raising the proposed floor to 2,000 announced in the Federal Register on One commenter suggested that, feet MSL, as suggested, would cause an April 1, 2019, the FAA also held one instead of making changes to the Class unsafe situation between IFR aircraft informal airspace meeting on June 12, B boundaries to keep aircraft within arriving and departing MIA, and VFR 2019, at Broward College, Pembroke Class B airspace, the glide path angle aircraft. Pilots could elect to request a Pines, FL. (84 FR 12146). These (GPA) for instrument approaches should clearance through the Class B and meetings provided interested airspace be raised from 3.0 degrees to 3.25 receive separation services. users with an opportunity to present degrees. The commenter added that, if Several commenters were concerned their views and offer recommendations increasing the GPA is unacceptable, the that the proposed MIA Class B regarding the planned modification of FAA should lower the floors of the Class modifications would prevent the use of the MIA Class B airspace area. The FAA B shelves using increments of 100 feet easily recognizable landmarks, and VFR received comments from 32 individuals rather than 1,000 feet, and that lateral checkpoints for identifying the Class B in response to the four meetings. boundaries should be adjusted the boundaries. Specifically, they were minimum amount necessary. concerned that the ability to use Krome Discussion of January 2013 Informal The FAA does not agree. According to Avenue as a reference for the western Airspace Meeting Comments instrument approach procedure design boundary of the 1,500 foot shelf, and the The FAA received a number of criteria, the standard GPA is 3.00 use of the twin diagonal canals as the comments from the January 2013 degrees. A GPA greater than 3.00 western boundary of the 3,000 foot shelf meetings that pertained specifically to degrees is authorized when needed for would be lost. the proposed modification of the FLL obstacle clearance purposes. Since Unfortunately, Krome Avenue is not Class C airspace area. Those comments obstacle clearance is not an issue, and located far enough west to provide a will be addressed in a separate NPRM south Florida terrain is virtually flat, all safe distance from traffic landing at MIA to be published by the FAA. Comments ILS and RNP procedures at MIA utilize when on an east operation. The concerning the proposed modification a 3.00 degree GPA. The suggestion to proposed Class B floors are based on of the MIA Class B airspace area are lower the floors of the Class B shelves aircraft altitudes and approach discussed below. in 100-foot increments would provide procedures. Aircraft arriving at MIA Several commenters were concerned additional complexity with no benefit as begin final approach descent 9.0 NM about the proposed expansion of the altitude assignments are in 500-foot from Runway 9 at the GRITT DME fix. western Class B boundary from the increments for VFR, and 1,000-foot The 1,500 foot Class B floor is necessary current 20 NM radius of MIA to the 25 cardinal altitudes for IFR. The Class B in that area to avoid conflict with non- NM radius. This would require lateral boundary adjustments are participating aircraft. Landmarks could northbound and southbound VFR pilots proposed for containment of aircraft still be used if pilots desire to contact to fly farther out over the Everglades at within the Class B and are based on an MIA Approach for clearance to enter the relatively low altitudes (i.e., below analysis of traffic at MIA. Class B airspace. Nevertheless, the FAA 3,000 feet MSL) over ‘‘unlandable’’ Four commenters expressed concern is considering the addition of waypoints terrain. about the proposed expansion of the to assist with VFR navigation. The FAA acknowledges these eastern boundary of Area F from a 6 NM One commenter asserted that ATC concerns. The proposed 25 NM radius radius to a 7 NM radius of MIA; and never clears pilots through Class B or on the west side of the Class B is based about the proposed expansion of the Class C airspace, except for occasional on an analysis of MIA traffic and is eastern boundary of Area B from the 10 direct overflights. designed to contain MIA arrivals within NM radius to the 13 NM radius of MIA. VFR clearances through the MIA Class Class B airspace. A northbound/ Two commenters wrote that the B airspace are approved on occasion, southbound oriented charted VFR expanded Area F, with its 1,000-foot based on traffic volume, weather, and Flyway, below 3,000 feet MSL, has since floor would affect a scenic tourist route, controller workload. Because MIA is a been added closer in to MIA (inside the therefore the Class B floor in that area busy international airport, averaging 20 NM radius). A good operating should remain at 1,500 feet MSL. Two approximately 1,200 operations a day, it practice for VFR aircraft operating west commenters objected to the expansion can be difficult to accommodate a VFR of MIA is to contact MIA Approach for of Area B, with its 1,500-foot floor, into transition. Even so, some 75% of the Class B clearance and flight following what is now the 3,000-foot floor of Area approximately 7–8 requests received per service above 3,000 feet MSL, which D. The commenters wrote that the Class day are approved. VFR Flyways around provides safety alerts and traffic B floor in that area should be set at the MIA Class B have been published on advisories. 2,000 feet MSL instead of 1,500 feet the Miami VFR TAC chart to provide One commenter wrote that there MSL. alternate routes. Also, in conjunction should be a special route for aircraft The FAA does not agree with the with the proposed changes to the MIA transitioning to land at Miami Executive commenters. The objective of the Class B airspace, the FAA is considering

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the addition of published VFR waypoints along VFR Flyways and the location-specific operational and safety transitions and flyways to help enhance development of a VFR transition route. considerations in order to best meet the situational awareness. Additionally, One commenter questioned the need purposes of reducing the midair VFR transitions are accommodated daily for Class B airspace in Area E northwest collision potential, containment of over FLL through the Class C airspace of MIA. instrument procedures, and enhancing at 2,500 feet, or low-level along the The FAA is not proposing any the efficient use of airspace. It is not shoreline, while in 2-way significant changes to the existing Area unusual for Class B floors to be as low communication with ATC. E. The area currently extends from 4,000 as 3,000 feet MSL between 25 NM and Several commenters explained that feet MSL to 7,000 feet MSL, between the 30 NM from the airport. For example, at the proposed expansion of the Class B 15 NM radius and the 20 NM radius of the Orlando International Airport surface area (Area A) from the current MIA, and bounded on the south by (MCO) the Class B floor is 3,000 feet ° ′ ″ 6 NM radius of MIA to a 7 NM radius latitude 25 57 48 N, and on the MSL between the 20 NM and 30 NM northeast by a line from latitude arcs south of the airport; while at the would impact operations at Miami ° ′ ″ ° ′ ″ 26 05 56 N, longitude 80 26 23 W., to Memphis International Airport (MEM), Executive Airport (TMB) bringing the ° ′ ″ latitude 26 01 32 N, longitude the Class B floor is 3,000 feet MSL Dadeland Shopping Center inside the ° ′ ″ Class B surface area. The commenter 80 23 40 W. The only proposed change between the 16 NM and 30 NM arcs to further noted that Dadeland Shopping is minor refinements to the coordinates the north and south of the airport. The Center is a charted VFR checkpoint that that form the northeast side of Area E. proposed altitudes for the MIA Class B helps keep pilots clear of the Class B Area E is needed to support operations floors are based on a traffic analysis of airspace, and it should remain outside when MIA is on an east operation. aircraft altitudes and approach the Class B. During those periods, MIA arrivals procedures at MIA. typically land on Runways 9 and 12, The FAA agrees with the comments. One commenter wrote that, on the while departures normally use Runways Under the current proposal the southern east side of the Class B, VFR pilots 8L and 8R. Historically, wind boundaries of Areas A and F will be flying to and from the Bahamas will conditions dictate operating on an east adjusted northward along an East-West have to delay their climb, or accelerate configuration approximately 65% of the line at latitude 25°42′18″ N (SW 72nd their descent while flying in areas well year. beyond power-off gliding distance to Street in the Cities of Sunset and South One commenter wrote about concerns shore, or divert several miles further Miami). This would accommodate that the Class B proposal would impact south to remain clear of the Class B. traffic transitioning to and from TMB, sailplane operations. Sailplanes often and keep the Dadeland Shopping Center operate under the 5,000-foot Class B VFR pilots have the option to contact outside the Class B airspace. floor near TMB (i.e., the current Area G). MIA Approach and request flight One commenter asked the FAA to The proposed incorporation of the following. If they choose not to receive consider designating charted ‘‘VFR airspace in the current Area G into Area flight following and want to remain transition corridors’’ both within and D, with its 3,000-foot MSL floor, would clear of the Class B, the proposed underneath the Class B airspace, to affect these operations. The commenter airspace modification will help ensure include VFR GPS named waypoints that asked if lowering the floor north of SW they are segregated from traffic would show up in navigation databases. 152nd Street (approximately latitude operating at MIA. The commenter suggested a Northeast- 25°38′ N) would be adequate; or if a One commenter contended that the Southwest ‘‘corridor’’ through the Class 4,000-foot MSL floor would be proposed extension of the western Class B passing overhead MIA at 1,500 feet acceptable. The commenter also noted B boundary to 25 NM (with the floor at MSL (one way) and 2,000 feet MSL that the proposed extension of the 3,000 feet MSL), in the southwest (opposite direction). The commenter western boundary of Area D, with its portion of the Class B (south of Tamiami suggested this change might reduce VFR 3,000-foot MSL floor, from the current Trail) will concentrate heavy VFR traffic congestion low along the coast. Another 20 NM radius of MIA, out to the 25 NM between 2,000 feet MSL and 3,000 feet commenter suggested flyways be created radius of MIA, would probably preclude MSL as pilots attempt to remain 2,000 for both VFR and IFR traffic whose cross-country flights by sailplanes from feet above the Everglades National Park destinations are within the South Miami Homestead General Aviation Special Conservation/Wildlife Area, but Florida area, to directly overfly MIA at Airport (X51). The commenter suggested below the 3,000-foot Class B floor. 3,000 feet MSL to 5,000 feet MSL. using a 4,000-foot MSL floor from 20 Additionally, VFR traffic will also tend There currently exists a North-South NM to 25 NM in that area. to be concentrated between the Class E oriented charted VFR Flyway west of After reviewing the proposed Class B airspace at Dade-Collier Training and MIA, below the 3,000-foot MSL Class B configuration, the FAA will adopt the Transition Airport (TNT) and the new floor. Aircraft could not be commenter’s suggestion in proposal. western boundary of the MIA Class B accommodated over the top of MIA at The western limit of Area D will remain airspace. 1,500 feet MSL and 2,000 feet MSL; or at the current 20 NM radius of MIA. The The FAA does not agree. The FAA has between 3,000 feet MSL to 5,000 feet FAA proposes to establish a new Area established a north-south charted VFR MSL due to conflicts with existing J to the west of Area D between the 20 flyway below the 3,000-foot Class B traffic: Missed approach procedures NM and 25 NM radii of the airport. Area floor to the west of MIA. The flyway climb to 3,000 feet MSL; initial J would extend from 4,000 feet MSL up should enable pilots to fly beneath the departure altitudes from MIA are 5,000 to 7,000 feet MSL. This change would Class B and avoid having to deviate feet MSL; and descending arrival traffic provide additional airspace for aircraft farther out over the Everglades or near on the downwind portion of radar transiting over the Everglades. TNT. sequencing for the approach are One commenter contended that the One commenter stated that VFR typically descending from 8,000 feet proposed extension of the east and west routes through Class B airspace are not MSL. When aircraft performance allows, Class B boundaries to 25 NM seems generally available on Sectional Charts aircraft could be cleared over the top of excessive. or on most electronic charting and MIA at or above 5,500 feet MSL. The The FAA does not agree. Each Class navigation applications. The commenter FAA will consider the addition of B airspace area is designed based on suggested that most itinerant pilots will

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be unaware of them as they appear only case, for MIA operations. To lower the requesting flight following. The FAA on the flip side of TAC. Class B floor for simplification as has already taken action to address this It is correct that VFR Flyways are suggested is neither warranted nor concern. The FAA has increased the depicted on the reverse side of TAC. appropriate. The 2,000-foot MSL floor in utilization of its additional radar sectors However, regardless of the navigation Area C is for the benefit of traffic at that provide relief for controllers information sources used, part 91 TMB. It allows aircraft remaining below working in the OPF/HWO area. These ‘‘General Operating and Flight Rules’’ 2,000 feet MSL northeast of TMB to additional sectors split the workload in requires that, before beginning a flight, remain clear of the MIA Class B half (east side and west side). The FAA pilots shall become familiar with all airspace. also recommends that pilots consider available information concerning that To simplify the MIA Class B airspace, obtaining discrete squawk codes with flight. This is particularly important a commenter proposed that the northern air traffic control towers prior to when planning a flight through the portion of Area D (north of latitude departure to ensure that flight following congested, high traffic volume South 25°57′48″ N) be removed from the MIA in VFR conditions can commence Florida area. The Miami Sectional Chart Class B airspace area and made part of shortly after departure. contains a note that reads: ‘‘Pilots are the FLL Class C airspace area. This Two commenters requested that VFR encouraged to use the Miami VFR would simplify airspace design and Corridors be provided through the MIA Terminal Area Chart for flights at or make easier transitions inbound and Class B airspace; such as, along the below 7,000 feet’’. outbound from HWO. coast, and over the top of airports. One commenter was concerned that The FAA is unable to modify Area D Flying around the airspace to the west the airspace configurations in South as suggested. This airspace must remain places an aircraft over the Everglades Florida are already very congested and in the Miami Class B because it was and far from alternative landing sites. confusing. designed to contain aircraft once they As described above in the The FAA agrees that the airspace enter the Class B airspace, such as ‘‘Clarification of Terms’’ section, a VFR configurations in South Florida are very aircraft arriving Runway 12 at MIA. Corridor is essentially a ‘‘hole’’ through congested and careful vigilance must be Removing that airspace from the Miami the Class B airspace in which aircraft maintained. In addition to the air traffic Class B is not feasible and would be can operate without an ATC clearance operations at MIA, within the roughly detrimental to safety. or communication with air traffic 40 NM stretch between HST and FLL, One commenter stated that the control. Such a corridor is not feasible there are six airports with significant proposed extension of Class B airspace through the MIA Class B based on operations, plus extensive flight training and dropping of the base to the East and operational constraints, including traffic and general aviation activity. The design South would increase noise pollution volume and traffic flows and the close of the MIA Class B is intended to over residential areas. proximity of numerous airports in this contain large turbine-powered aircraft The objective of this proposed area. Arrival traffic descends from 8,000 operations at MIA, and segregate those airspace modification is to provide the feet MSL to 3,000 feet MSL in the operations from non-participating VFR least restrictive operation while downwind for MIA. Departures climb to traffic while at the same time providing maintaining safety. The southeast 5,000 feet initially, and aircraft the least restrictive, safe operation in the extension of Class B airspace to 25 NM executing a go-around climb to either Miami area. east based upon traffic analysis and is 3,000 feet MSL or 4,000 feet MSL. For Another commenter said multiple needed to contain aircraft within Class operational and safety reasons, these airspace designations are confusing and B airspace. The proposed modifications factors preclude the establishment of a need to be corrected or clarified. to the east of MIA are over the Atlantic VFR corridor. However, the FAA is Specifically, the ceiling of the TMB Ocean and have limited impact to considering the development of a Class D airspace area is 2,500 feet MSL residential areas. published VFR transition route for use which is higher than the 2000-foot floor when it is feasible for controllers to of the MIA Class B airspace (i.e., Area June 2019 Informal Airspace Meeting clear an aircraft into the airspace to C of the MIA Class B airspace area) that Comments transition the area. VFR transition overlies a portion of the TMB Class D. Over 60 people attended the June routes require an ATC clearance prior to The commenter suggested that 2019 Informal Airspace Meeting. Ten entering Class B airspace on the route confusion could exist as to which rules persons submitted multiple comments (see the ‘‘Clarification of Terms’’ apply. to the FAA. A number of comments section, above). Currently, a VFR The Aeronautical Information Manual pertained specifically to the proposed Flyway is depicted on the VFR Flyway (AIM) clarifies this issue stating that FLL Class C airspace modification. Planning Chart (on the reverse side of there is a hierarchy of overlapping Those comments will be addressed in a the Miami TAC Chart). This VFR airspace designations. When separate NPRM that will propose Flyway is oriented North-South and is overlapping airspace designations apply modifications to the FLL Class C located under the western side of the to the same airspace, the operating rules airspace area. Comments pertaining to MIA Class B airspace area. The associated with the more restrictive the proposed MIA Class B modification suggested altitude for the flyway is airspace designation apply. Therefore, are discussed below. below 3,000 feet MSL. The VFR Flyway Class B rules apply in the example Two commenters expressed concerns offers an alternative to deviating farther described by the commenter. that receiving VFR flight following in west around the Class B over the For simplification, a commenter the area can be challenging due to air Everglades. suggested that the ‘‘half-moon shaped’’ traffic controller workload, and that One commenter asked that the FAA Class B airspace area with the 2,000-foot consideration should be given to reconsider the proposal to expand the MSL north of TMB (i.e., Area C) be adequate staffing to provide this surface area (Area B) because many removed and the Class B floor in that additional service routinely. small planes use that space to avoid area be lowered to 1,500 feet MSL. The airspace change would affect the intruding on arriving and departing The FAA does not agree with this Miami Terminal Radar Approach aircraft in the Class B. suggestion. The design of each Class B Control (TRACON) controller workload The FAA is proposing to expand Area airspace is individually tailored, in this with the anticipated increase of aircraft B from the current 6 NM radius of MIA

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to a 7 NM radius of MIA. The one NM airspace would also incorporate the routinely use the airspace overlying expansion of Area B is necessary to airspace above the remainder of the TMB up to 4,000 feet MSL. The ensure containment of arriving aircraft TMB Class D into an expanded MIA proposed lowering of the Class B floor within Class B airspace. Currently, Class B Area D with its Class B floor of to 3,000 feet MSL overlying TMB would arrivals briefly exit, then re-enter Class 3,000 feet MSL. In this case, Class E inhibit operations. The commenter B airspace on final approach. FAA airspace would exist in the gap between suggested a 4,000 foot Class B floor in directives require that Class B airspace the 2,500 foot ceiling of the Class D that area instead. be designed to contain all instrument airspace, and the overlying 3,000 foot Consideration was given to keeping procedures within Class B airspace, and floor of Class B airspace. These the Class B floor over TMB unchanged. that surface areas must encompass all configurations are not unique to the However, due to the recurrence of final approach fixes and minimum MIA Class B airspace and can be found aircraft exiting the current MIA Class B altitudes at those fixes. Therefore, the at other Class B locations in the United either while on the downwind, on proposed 7 NM radius is required to States. It is incumbent upon the pilot to departure during a west operation, on comply with the containment criteria. become familiar with the airspace vectors after a go-around event, or while One person submitted a comment configuration when planning a flight. on an instrument approach, the change regarding the Florida Metroplex Project. Other commenters requested the FAA is necessary to comply with the The comment is outside the scope of to incorporate a combination of GPS requirement to contain instrument this MIA Class B rulemaking action. waypoints and recognizable ground procedures within Class B airspace. This comment was referred to the features as VFR landmarks (such as the One commenter requested the FAA to Florida Metroplex Team for review. Dadeland Shopping Mall) into the form a new Ad Hoc Committee to One person commented that the FAA airspace design to assist pilots in provide updated recommendations should publish Letters of Agreement determining the Class B boundaries. regarding the proposed airspace design. (LOA) that are developed between ATC The FAA agrees with these comments The FAA originated the Ad Hoc facilities and make them easy to access. and incorporated several updates into Committee concept as a means to get As an initial matter, this comment the proposal. The following are preliminary user input during the initial falls outside the scope of this examples ground references added to design phase of Class B and C airspace rulemaking. Moreover, LOAs between the proposed Class B description: proposals, prior to the issuance of an ATC facilities outline procedures In Area A (surface area), instead of the NPRM. between facilities to allow for a standard southern portion of the area being The FAA carefully considered the operation, such as interfacility defined by the proposed 7 NM radius, request to form a second Ad Hoc coordination, etc. LOAs do not dictate the southern boundary would be moved Committee. After full consideration of procedures that pilots who are not northward to lat. 25°42′18″ N, along SW the Committee’s concerns and operating under ATC instructions need 72nd Street in the cities of Sunset and recommendations, including the to follow. Because LOAs outline the South Miami. This would keep the Committee’s stated desire that the FAA handling of aircraft and interaction Dadeland Shopping Mall outside the mitigate the impact to operators outside between ATC facilities, they are not surface area, allowing VFR aircraft to the Class B, and improve the design made readily available to pilots. have continued use of that established originally presented to the Committee, Whenever a pilot is uncertain about an check point for arrivals and departures the FAA re-evaluated the airspace ATC clearance or instruction, that pilot out of the TMB area. design requirements for the airspace must immediately request clarification In Area B, the western boundary surrounding MIA and FLL. Based on from ATC. would be moved from the current 10 that re-evaluation, the FAA will pursue Two persons commented on the Class NM radius of MIA slightly westward to an alternative design. Instead of D airspace ceiling at satellite airports run along Krome Avenue, providing establishing Class B airspace at FLL, the that underlie a Class B or Class C pilots with a visual reference for that FAA decided to retain, but modify the airspace shelf. In such cases, the Class boundary. Class C at FLL, as well as modifying the D altitude ceiling might overlap into the In the proposed new Area G (that MIA Class B. This would result in less overlying Class B or Class C airspace. airspace currently designated Area H), impact to the VFR and general aviation The commenters said that the ceiling of the northwestern boundary would be community. the Class D airspace should be aligned with State Road 997/Krome Based on the above, the FAA consistent with the floor of the Avenue. The Eastern boundary would concluded that sufficient feedback was overlying Class B or Class C airspace. be defined by the Miami Canal received so that FAA could develop and This would assist pilots with awareness (paralleling US 27), and the Northern publish the airspace proposal in an of the airspace and avoiding airspace boundary point defined by the NPRM. The NPRM’s 60-day comment violations by mistake. intersection of the Miami Canal and period provides additional opportunity As described previously, the State Road 997/Krome Ave. The eastern for the public to submit their views on Aeronautical Information Manual states boundary of the proposed new Area H the proposed MIA Class B airspace that, when overlapping airspace would be defined by State Road 997/ modification. Therefore, the FAA has designations apply, the operating rules Krome Avenue. Aligning these decided against reforming an Ad Hoc associated with the more restrictive boundaries with streets and other Committee for this proposal. airspace designation apply. This is ground references should assist pilots applicable in the case of the TMB Class with visual identification of the The Proposal D airspace (with a ceiling of 2,500 feet boundaries. The FAA is also The FAA is proposing an amendment MSL). Area C of the MIA Class B considering the addition of waypoints to to 14 CFR part 71 to modify the Miami airspace, which has a floor of 2,000 feet enhance pilot navigation in the MIA/ International Airport, FL, (MIA) B MSL, overlaps a portion of the TMB FLL terminal area. airspace area. This action (depicted on Class D airspace. Therefore, Class B One commenter was concerned about the attached graphic) would modify the operating rules apply in that the impact on sailplane operations from lateral and vertical limits of Class B overlapping portion. The proposed Miami Homestead General Aviation airspace to ensure the containment of modifications to the MIA Class B Airport (X51). Sailplane operations large turbine-powered aircraft at MIA in

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Class B airspace once they enter the proposed change to this area is to defined by the intersection of the Miami airspace, and enhance safety in the extend the boundary formed by the Canal and State Road 997/Krome Ave. Miami terminal area. existing 4.3 NM radius of TMB Aligning boundaries with streets and The FAA will be issuing a separate southwestward (counterclockwise) to other ground references would assist NPRM to propose modifications to the intersect the western boundary of the with visual identification of the Fort Lauderdale-Hollywood new Area H (i.e., the 13 NM radius of boundaries. International Airport (FLL) Class C MIA), as described below. Area H. Area H is a proposed new airspace area that is located Area D. Area D extends from 3,000 area that would extend from 2,000 feet immediately to the north of the MIA feet MSL to 7,000 feet MSL. Originally, MSL to 7,000 feet MSL. It would be Class B airspace area. the FAA proposed to expand Area D’s located directly west of the Area B The proposed modifications to the western boundary from the current 20 western boundary. Area H would be MIA Class B airspace area are discussed NM radius west of MIA, further bounded on the east by State Road 997/ below. westward to the 25 NM radius of MIA. Krome Avenue; on the south by the 4.3 In the text header of the MIA Class B Based on comments received, the FAA NM radius of TMB (the northern airspace description, (as published in decided to retain the western boundary boundary of Area C); and on the west by FAA Order 7400.11E), the geographic of Area D at the current 20 NM radius the 13 NM radius of MIA. Area H would coordinates for MIA would be updated of MIA. The FAA proposes to establish provide containment of MIA arrivals in to read ‘‘lat. 25°47′43″ N, long. Area J (west of Area D, described below) Class B airspace. Its base altitude of 080°17′24″ W’’ The name of the between the 20 NM and 25 NM radii of 2,000 feet MSL, and the visual reference ‘‘Kendall-Tamiami Executive Airport’’ MIA. Area J would extend from 4,000 provided by Krome Avenue, would would be changed to its current name feet MSL to 7,000 feet MSL, providing allow VFR aircraft to transition just west ‘‘Miami Executive Airport,’’ and its additional altitudes for transiting of Krome Avenue below 2,000 feet MSL geographic coordinates would be aircraft. The FAA further proposes to without conflicting with MIA arrivals. updated to read ‘‘lat. 25°38′51″ N, long. incorporate that airspace above TMB, Area I. The FAA proposes to establish 080°25′59″ W’’ These changes reflect the that is currently designated ‘‘Area G,’’ a new Area I, located east of MIA current National Airspace System into Area D. The existing Area G between the 20 NM and 25 NM radii Resources database information. extends from 5,000 feet MSL to 7,000 from the airport. Area I would extend Area A. Area A would continue to feet MSL. Incorporating this airspace from 5,000 feet MSL to 7,000 feet MSL. extend upward from the surface to 7,000 into Area D would lower the floor of The area would be bounded by that feet MSL. The FAA proposes to modify Class B airspace in that area to 3,000 airspace beginning at the intersection of Area A by expanding the current 6 feet MSL. This change would protect lat. 25°57′48″ N and the 20 NM radius nautical mile (NM) radius to a 7 NM southbound departures from MIA of MIA, thence moving East along lat. radius of the MIA International Airport. during a west operation. The ‘‘Area G’’ 25°57′48″ N to the intersection of a 25 This would resolve issues where aircraft designation would be reused elsewhere NM radius of MIA, thence moving exit and re-enter Class B airspace on in the MIA Class B as described later. clockwise along the 25 NM radius to the final approach. Area A would also be Area E. The only proposed change to Dolphin VORTAC 151°(T)/155°(M) modified by excluding that airspace Area E is minor updates to the latitude/ radial, thence Northwest along the ‘‘South of lat. 25°42′18″ N (SW 72nd longitude coordinates that define the Dolphin VORTAC 151°(T)/155°(M) Street in the cities of Sunset and South northeast side of the area for greater radial to the intersection of a 20 NM Miami).’’ This would move the southern accuracy. radius of MIA, thence counter-clockwise boundary of the surface area north of the Area F. Area F extends from above along the 20 NM radius to the point of Dadeland Shopping Center keeping it 1,000 feet MSL to 7,000 feet MSL. The beginning. This expansion is needed to outside the surface area, and allowing eastern boundary of Area F would be contain aircraft on the downwind VFR aircraft to have continued use of extended from the current 6 NM radius within Class B airspace. The 5,000 foot that charted VFR checkpoint for arrivals of MIA out to the 7 NM radius of MIA. MSL base altitude of Area I gives VFR and departures out of the TMB area. The south end of Area F would be aircraft transitioning the area over water Area B. Area B extends from 1,500 moved slightly northward to lat. the ability to fly under the Class B feet MSL to 7,000 feet MSL. The FAA 25°42′18″ N to align with the proposed airspace. proposes to modify Area B by extending new southern boundary of Area A. Area J. The FAA proposes to establish the current eastern boundary from the Area G. A new Area G would be a new Area J located west of MIA 10 NM radius of MIA out to the 13 NM designated in that airspace west of OPF between the 25 NM and 20 NM radii radius of the airport. This change would that is currently designated Area H (the from the airport. Area J would extend both contain MIA arrivals within Class H designation would be reused as from 4,000 feet MSL to 7,000 feet MSL. B airspace, and provide protection for described below). The northwestern The area would be bounded by that VFR aircraft transitioning under the boundary of the existing Area H is the airspace beginning northwest of MIA at Class B airspace. Additionally, the 10 NM radius from MIA. In the the intersection of a 25 NM radius of western boundary of Area B would be proposed new Area G, this boundary Miami International Airport and lat. moved from the current 10 NM radius would be expanded further to the 25°57′48″ N, thence east along lat. of MIA slightly westward to run along northwest to align with State Road 997/ 25°57′48″ N to the intersection of a 20 Krome Avenue, providing pilots with a Krome Avenue. The new Area G would NM radius of Miami International visual reference for that boundary. To consist of that airspace extending Airport, thence counter-clockwise along assist with visual identification of the upward from 2,000 feet MSL to and the 20 NM radius to lat. 25°40′19″ N, northern boundary of Area B (along lat. including 7,000 feet MSL, bounded on thence west along lat. 25°40′19″ N to the 25°53′03″ N), the street reference ‘‘NW the South by lat. 25°52′03″ N (NW 103rd intersection of a 25 NM radius of Miami 103rd Street/49th Street in the City of Street/49th Street in the City of International Airport, thence clockwise Hialeah’’ would be added to the Hialeah), on the West and Northwest by along the 25 NM radius to the point of description. State Road 997/Krome Ave, on the East beginning. Area C. Area C extends from 2,000 by the Miami Canal (paralleling US 27), In summary, the existing MIA Class B feet MSL to 7,000 feet MSL. The only and the Northern boundary point airspace design does not currently

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address the rapidly increasing general appropriate, that they be the basis of in the vicinity of the Class B airspace aviation and air carrier operations in the U.S. standards. Fourth, the Unfunded area. Constructing sufficient airspace for South Florida terminal area. The Mandates Reform Act of 1995 (Pub. L. safe control and separation of IFR flights proposed Class B modification would 104–4) requires agencies to prepare a improves the flow of air traffic, and provide: written assessment of the costs, benefits, more importantly enhances safety, —Containment of MIA arrivals and and other effects of proposed or final reducing the potential for midair departures in Class B airspace; rules that include a Federal mandate collision in the MIA terminal area. —Increased safety by segregation of likely to result in the expenditure by The proposed expansion to Class B large turbine-powered aircraft from State, local, or tribal governments, in the airspace would affect the VFR and nonparticipating traffic during critical aggregate, or by the private sector, of general aviation community. VFR stages of flight; $100 million or more annually (adjusted operators would need to adjust their —Improved utilization of airspace; for inflation with base year of 1995). routes for the modified MIA Class B —Improved traffic patterns that allow This portion of the preamble airspace. However, as mentioned above, for stabilized approaches; summarizes the FAA’s analysis of the the FAA initiated outreach between —Reduced workload for both pilots and economic impacts of this proposed rule. 2010 and 2019 for input and controllers; and, In conducting these analyses, the FAA recommendations from the effected —Enhanced overall efficiency of the has determined that this proposed rule: aviation community on the planned movement of air traffic in the area. (1) Is expected to have a minimal cost modifications to the MIA airspace. The Note: A color graphic of the proposed MIA impact, (2) is not an economically feedback resulted in changes to the Class B airspace will be sent for posting on ‘‘significant regulatory action’’ as airspace design with the intent of the regulations.gov website (https:// defined in section 3(f) of Executive maintaining safety and minimizing the www.regulations.gov) following the Order 12866, (3) is not significant under impact to operators using the publication of this NPRM in the Federal DOT’s administrative procedure rule on surrounding airspace. Additionally, Register. Use the search term FAA–2020– rulemaking at 49 CFR 5.13; (4) not have VFR operators can use the current 0490. a significant economic impact on a north-south charted VFR Flyway below Class B airspace areas are published substantial number of small entities; (5) the 3,000-foot Class B floor to the west in paragraph 3000 of FAA Order not create unnecessary obstacles to the of MIA, which enables pilots to fly 7400.11E, dated July 21, 2020, and foreign commerce of the United States; beneath the Class B, or contact MIA effective September 15, 2020, which is and (6) not impose an unfunded Approach to request flight following, if incorporated by reference in 14 CFR mandate on state, local, or tribal desired, to lessen the impact. Therefore, 71.1. The Class B airspace proposed in governments, or on the private sector by the FAA expects the Class B this document would be published exceeding the threshold identified modifications in this proposal would subsequently in the Order. above. These analyses are summarized result in minimal cost to VFR operators. FAA Order 7400.11, Airspace below. The FAA requests comments on the Designations and Reporting Points, is As discussed above, the FAA benefits and costs of this proposal to published yearly and effective on determined that changes put forth in inform the final rule. September 15. this proposed rule would increase The discussion presented in this airspace safety and efficiency. The section reflects conditions that predate Paperwork Reduction Act proposed rule would modify the lateral the public health emergency concerning The Paperwork Reduction Act of 1995 and vertical limits of Class B airspace the novel coronavirus disease (COVID– (44 U.S.C. 3507(d)) requires that the around Miami International Airport 19) in 2020. At the time of writing, there FAA consider the impact of paperwork (MIA) impacting commercial and is uncertainty surrounding the timing of and other information collection general aviation flights transiting the recovery and the long-term effects from burdens imposed on the public. We airspace at the time of writing. The the public health emergency. To the have determined that there is no new proposed modification is in response to extent that there are lingering or lasting information collection requirement increased commercial and general changes to general aviation and air associated with this proposed rule. aviation activity at and near MIA airport carrier operations, the benefits and costs at the time of writing. Currently, MIA of the MIA Class B airspace Regulatory Notices and Analyses Class B airspace does not fully contain modification in this proposal may vary Changes to Federal regulations must aircraft flying instrument procedures at relative to the level of future operations. undergo several economic analyses. MIA. Aircraft routinely exit and re-enter Regulatory Flexibility Determination First, Executive Order 12866 and MIA Class B airspace on final approach Executive Order 13563 direct that each to MIA leading to safety issues with The Regulatory Flexibility Act of 1980 Federal agency shall propose or adopt a respect to flight separation between (Pub. L. 96–354) (RFA) establishes ‘‘as a regulation only upon a reasoned participating and non-participating principle of regulatory issuance that determination that the benefits of the aircraft outside of Class B airspace. agencies shall endeavor, consistent with intended regulation justify its costs. The modifications proposed in this the objectives of the rule and of Second, the Regulatory Flexibility Act NPRM are intended only to expand applicable statutes, to fit regulatory and of 1980 (Pub. L. 96–354) requires Class B airspace, where necessary, to informational requirements to the scale agencies to analyze the economic contain large, turbine-powered aircraft of the businesses, organizations, and impact of regulatory changes on small while minimizing the impact on the use governmental jurisdictions subject to entities. Third, the Trade Agreements of the airspace by other aircraft. An regulation.’’ To achieve this principle, Act (Pub. L. 96–39) prohibits agencies analysis of existing MIA traffic flows agencies are required to solicit and from setting standards that create shows that the proposed Class B consider flexible regulatory proposals unnecessary obstacles to the foreign airspace modifications would better and to explain the rationale for their commerce of the United States. In contain IFR flights arriving and actions to assure that such proposals are developing U.S. standards, this Trade departing MIA inside Class B airspace, given serious consideration.’’ The RFA Act requires agencies to consider and provide better separation between covers a wide-range of small entities, international standards and, where IFR aircraft and VFR aircraft operating including small businesses, not-for-

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profit organizations, and small safety and is consistent with the Trade Convention provides that participating governmental jurisdictions. Agreements Act. state aircraft will be operated in international airspace with due regard Agencies must perform a review to Unfunded Mandates Assessment determine whether a rule will have a for the safety of civil aircraft. Since this significant economic impact on a Title II of the Unfunded Mandates action involves, in part, the designation substantial number of small entities. If Reform Act of 1995 (Pub. L. 104–4) of navigable airspace outside the United the agency determines that it will, the requires each Federal agency to prepare States, the Administrator consulted with agency must prepare a regulatory a written statement assessing the effects the Secretary of State and the Secretary flexibility analysis as described in the of any Federal mandate in a proposed or of Defense in accordance with the RFA. However, if an agency determines final agency rule that may result in an provisions of Executive Order 10854. that a rule is not expected to have a expenditure of $100 million or more (in The Department of State responded significant economic impact on a 1995 dollars) in any one year by State, with no objection to the proposed substantial number of small entities, local, and tribal governments, in the expansion of the Miami Class B airspace section 605(b) of the RFA provides that aggregate, or by the private sector; such area. The Department of Defense Policy the head of the agency may so certify a mandate is deemed to be a ‘‘significant Board on Federal Aviation (PBFA) and a regulatory flexibility analysis is regulatory action.’’ The FAA currently concurred with comment. The PBFA not required. The certification must uses an inflation-adjusted value of $155 noted concerns that extending these include a statement providing the million in lieu of $100 million. This areas into international airspace places proposed rule does not contain such a factual basis for this determination, and additional restrictions and equipage mandate; therefore, the requirements of the reasoning should be clear. requirements on aircraft transiting Title II of the Act do not apply. therein; and such ATC expansions The proposed rule would modify could set a precedent for foreign nations Class B airspace around MIA. The ICAO Considerations to exert more restrictive control change would affect general aviation As part of this proposal relates to measures in other international operators using the airspace at or near navigable airspace outside the United airspaces without limits to lateral MIA. Operators flying VFR would need States, this notice is submitted in confines, in the interest of commerce to adjust their flight paths to avoid the accordance with the International Civil and safety. modified Class B airspace. However, the Aviation Organization (ICAO) modifications to Class B airspace are International Standards and Environmental Review intended to be the least restrictive Recommended Practices. This proposal will be subject to an option while maintaining safety. The application of International environmental analysis in accordance Additionally, VFR operators can also Standards and Recommended Practices with FAA Order 1050.1F, use the current north-south charted VFR by the FAA, Office of Policy, Rule and ‘‘Environmental Impacts: Policies and flyway below the 3,000-foot Class B Regulations Group, in areas outside the Procedures’’ prior to any FAA final floor to the west of MIA, which enables United States domestic airspace, is regulatory action. pilots to fly beneath the Class B or VFR governed by the Convention on pilots have the option to contact Miami International Civil Aviation. Executive Order 13771, Reducing Approach and request flight following, Specifically, the FAA is governed by Regulation and Controlling Regulatory if desired. Therefore, as provided in Article 12 and Annex 11, which pertain Costs section 605(b), the head of the FAA to the establishment of necessary air This proposed rule is not an certifies that this rulemaking would not navigational facilities and services to Executive Order 13771 regulatory action result in a significant economic impact promote the safe, orderly, and because this proposal is not significant on a substantial number of small expeditious flow of civil air traffic. The under Executive Order 12866. entities. purpose of Article 12 and Annex 11 is List of Subjects in 14 CFR Part 71 International Trade Impact Assessment to ensure that civil aircraft operations on international air routes are Airspace, Incorporation by reference, The Trade Agreements Act of 1979 performed under uniform conditions. Navigation (air). (Pub. L. 96–39), as amended by the The International Standards and The Proposed Amendment Uruguay Round Agreements Act (Pub. Recommended Practices in Annex 11 L. 103–465), prohibits Federal agencies apply to airspace under the jurisdiction In consideration of the foregoing, the from establishing standards or engaging of a contracting state, derived from Federal Aviation Administration in related activities that create ICAO. Annex 11 provisions apply when proposes to amend 14 CFR part 71 as unnecessary obstacles to the foreign air traffic services are provided and a follows: commerce of the United States. contracting state accepts the PART 71—DESIGNATION OF CLASS A, Pursuant to these Acts, the responsibility of providing air traffic B, C, D, AND E AIRSPACE AREAS; AIR establishment of standards is not services over high seas or in airspace of TRAFFIC SERVICE ROUTES; AND considered an unnecessary obstacle to undetermined sovereignty. A REPORTING POINTS the foreign commerce of the United contracting state accepting this States, so long as the standard has a responsibility may apply the ■ 1. The authority citation for part 71 legitimate domestic objective, such as International Standards and continues to read as follows: the protection of safety, and does not Recommended Practices that are operate in a manner that excludes Authority: 49 U.S.C. 106(f), 106(g); 40103, consistent with standards and practices 40113, 40120; E.O. 10854, 24 FR 9565, 3 CFR, imports that meet this objective. The utilized in its domestic jurisdiction. 1959–1963 Comp., p. 389. statute also requires consideration of In accordance with Article 3 of the international standards and, where Convention, state-owned aircraft are § 71.1 [Amended] appropriate, that they be the basis for exempt from the Standards and ■ 2. The incorporation by reference in U.S. standards. The FAA has assessed Recommended Practices of Annex 11. 14 CFR 71.1 of the FAA Order 7400.11E, the potential effect of this proposed rule The United States is a contracting state Airspace Designations and Reporting and determined that it would improve to the Convention. Article 3(d) of the Points, dated July 21, 2020, and

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effective September 15, 2020, is thence East along lat. 25°57′48″ N to the Area H. That airspace extending upward amended as follows: intersection of a 15 nautical mile radius of from 2,000 feet MSL to and including 7,000 Miami International Airport, thence feet MSL bounded on the West by a 13 Paragraph 3000 Subpart B—Class B clockwise along the 15 nautical mile radius nautical mile radius of Miami International Airspace. to lat. 25°57′48″ N, thence East along lat. Airport, on the South by a 4.3 nautical mile * * * * * 25°57′48″ N to the intersection of a 20 radius of Miami Executive Airport (TMB), on nautical mile radius of Miami International the East by State Road 997/Krome Ave, and ASO FL B Miami, FL Airport, thence clockwise along the 20 on the North by a line along lat. 25°52′03″ N Miami International Airport (Primary nautical mile radius to the Dolphin VORTAC ° (NW 103rd Street/49th Street in the City of Airport) (DHP) 151 radial, thence Northwest along Hialeah). ° ′ ″ ° ′ ″ ° (Lat. 25 47 43 N, long. 080 17 24 W) the Dolphin VORTAC (DHP) 151 radial to Area I. That airspace extending upward the intersection of a 15 nautical mile radius Miami Executive Airport (TMB) from 5,000 feet MSL to and including 7,000 ° ′ ″ ° ′ ″ of Miami International Airport, thence (Lat. 25 38 51 N, long. 080 25 59 W) feet MSL bounded beginning at the clockwise along the 15 nautical mile radius Dolphin VORTAC (DHP) intersection of lat. 25°57′48″ N and a 20 (Lat. 25°48′00″ N, long. 080°20′57″ W) of Miami International Airport to lat. 25°40′19″ N, thence West along lat. 25°40′19″ nautical mile radius of Miami International Boundaries. N to the intersection of a 20 nautical mile Airport, thence moving East along lat. Area A. That airspace extending upward ° ′ ″ radius of Miami International Airport, thence 25 57 48 N to the intersection of a 25 from the surface to and including 7,000 feet clockwise along the 20 nautical mile radius nautical mile radius of Miami International MSL within a 7 nautical mile radius of to the point of beginning, excluding the Airport, thence moving clockwise along the Miami International Airport, excluding that 25 nautical mile radius to the Dolphin ° ′ ″ airspace within Areas A, B, and C, previously airspace North of lat. 25 52 03 N (NW 103rd described and within Areas F, G, and H VORTAC 151° radial, thence Northwest along Street/49th Street in the City of Hialeah), and the Dolphin VORTAC 151° radial to the ° ′ ″ described hereinafter. the airspace South of lat. 25 42 18 N (SW Area E. That airspace extending upward intersection of a 20 nautical mile radius of 72nd Street in the Cities of Sunset and South from 4,000 feet MSL to and including 7,000 Miami International Airport, thence counter- Miami), and within and underlying Area F feet MSL bounded on the South by lat. clockwise along the 20 nautical mile radius described hereinafter. 25°57′48″ N, on the Northwest by a 20 to the point of beginning. Area B. That airspace extending upward nautical mile radius of Miami International Area J. That airspace extending upward from 1,500 feet MSL to and including 7,000 Airport, on the Northeast by a line from lat. from 4,000 feet MSL to and including 7,000 feet MSL within a 13 nautical mile radius of 26°06′02″ N, long. 80°26′27″ W, to lat. feet MSL beginning northwest of Miami Miami International Airport, excluding that ° ′ ″ ° ′ ″ 26 01 38 N, long. 80 23 44 W, and on the International Airport at the intersection of a airspace North of lat. 25°52′03″ N (NW 103rd Southeast by a 15 nautical mile radius of 25 nautical mile radius of Miami Street/49th Street in the City of Hialeah), and Miami International Airport. International Airport and lat. 25°57′48″ N, that airspace South of lat. 25°40′19″ N, Area F. That airspace extending upward thence east along lat 25°57′48″ N to the within Area A previously described, and from but not including 1,000 feet MSL to and intersection of a 20 nuatical mile radius of within Areas C, F, and H described including 7,000 feet MSL bounded on the hereinafter. Miami International Airport, thence counter- East by a 7 nautical mile radius of Miami clockwise along the 20 nautical mile radius Area C. That airspace extending upward International Airport, on the West by the to lat 25°40′19″ N, thence west along lat. from 2,000 feet MSL to and including 7,000 West shoreline of Biscayne Bay, and on the 25°40′19″ N to the intersection of a 25 feet MSL within an area bounded on the South by lat. 25°42′18″ N (SW 72nd Street in nautical mile radius of Miami International North and Northeast by a 4.3 nautical mile the Cities of Sunset and South Miami). radius of Miami Executive Airport (TMB), Area G. That airspace extending upward Airport, thence clockwise along the 25 and on the South by lat. 25°40′19″ N, and on from 2,000 feet MSL to and including 7,000 nautical mile radius to the point of the Southwest by a 13 nautical mile radius feet MSL bounded on the South by lat. beginning. of Miami International Airport. 25°52′03″ N (NW 103rd Street/49th Street in * * * * * Area D. That airspace extending upward the City of Hialeah), on the West and Issued in Washington, DC, on February 22, from 3,000 feet MSL to and including 7,000 Northwest by State Road 997/Krome Ave, on 2021. feet MSL beginning Northwest of Miami the East by the Miami Canal (paralleling US International Airport at the intersection of a 27), and the Northern boundary point George Gonzalez, 20 nautical mile radius of Miami defined by the intersection of the Miami Acting Manager, Rules and Regulations International Airport and lat. 25°57′48″ N, Canal and State Road 997/Krome Ave. Group.

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[FR Doc. 2021–03968 Filed 3–4–21; 8:45 am] 3.2) of business practice standards delivered. Mailed comments should be BILLING CODE 4910–13–P adopted by the Wholesale Gas Quadrant addressed to: Federal Energy Regulatory of the North American Energy Standards Commission, Secretary of the Board (NAESB) applicable to natural gas Commission, 888 First Street NE, DEPARTMENT OF ENERGY pipelines in place of the currently Washington, DC 20426. Hand-delivered incorporated version (Version 3.1) of comments should be delivered to: Federal Energy Regulatory those business practice standards. The Federal Energy Regulatory Commission, Commission revisions made by NAESB in this 12225 Wilkins Avenue, Rockville, version of the standards are designed to Maryland 20852. The Comment 18 CFR Part 284 enhance the natural gas industries’ Procedures Section of this document system and software security measures contains more detailed filing [Docket No. RM96–1–042] and to clarify the processing of certain procedures. The Comment Procedures business transactions. Section of this document contains more Standards for Business Practices of detailed filing procedures. Interstate Natural Gas Pipelines DATES: Comments are due April 19, 2021. FOR FURTHER INFORMATION CONTACT: AGENCY: Federal Energy Regulatory Stanley Wolf (Technical Issues), Office Commission, Department of Energy. ADDRESSES: Comments, identified by the of Energy Policy and Information, ACTION: Notice of proposed rulemaking. docket number of this proceeding, may Federal Energy Regulatory be filed electronically at https:// Commission, 888 First Street NE, SUMMARY: The Federal Energy www.ferc.gov/ in acceptable native Washington, DC 20426, (202) 502– Regulatory Commission is proposing to applications and print-to-PDF, but not 6841 amend its regulations to incorporate by in scanned or picture format. For those Oscar F. Santillana (Technical Issues), reference, with certain enumerated unable to file electronically, comments Office of Energy Market Regulation, exceptions, the latest version (Version may be filed by mail or may be hand Federal Energy Regulatory

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