[Federal Register Volume 79, Number 13 (Tuesday, January 21, 2014)]
[Rules and Regulations]
[Pages 3305-3315]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-00622]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

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


Amendment to Class B Airspace; Detroit, MI

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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

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

FOR FURTHER INFORMATION CONTACT: Colby Abbott, Airspace Policy and 
Regulations Group, Office of Airspace Services, Federal Aviation 
Administration, 800 Independence Avenue SW., Washington, DC 20591; 
telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION:

History

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

[[Page 3306]]

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

Discussion of Comments

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

[[Page 3307]]

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

[[Page 3308]]

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

[[Page 3309]]

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

[[Page 3310]]

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

Differences From the NPRM

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

The Rule

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

[[Page 3311]]

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

Environmental Review

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

Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires 
that the FAA consider the impact of paperwork and other information 
collection burdens imposed on the public. We have determined that there 
is no new information collection requirement associated with this rule.

Regulatory Evaluation Summary

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 and Executive Order 13563 direct 
that each Federal agency shall propose or adopt a regulation only upon 
a reasoned determination that the benefits of the intended regulation 
justify its costs. Second, the Regulatory Flexibility Act of 1980 (Pub. 
L. 96-354) requires agencies to analyze the economic impact of 
regulatory changes on small entities. Third, the Trade Agreements Act 
(Pub. L. 96-39) prohibits agencies from setting standards that create 
unnecessary obstacles to the foreign commerce of the United States. In 
developing U.S. standards, the Trade Act requires agencies to consider 
international standards and, where appropriate, that they be the basis 
of U.S. standards. Fourth, the Unfunded Mandates Reform Act of 1995 
(Pub. L. 104-4) requires agencies to prepare a written assessment of 
the costs, benefits, and other effects of proposed or final rules that 
include a Federal mandate likely to result in the expenditure by State, 
local, or tribal governments, in the aggregate, or by the private 
sector, of $100 million or more annually (adjusted for inflation with 
base year of 1995). This portion of the preamble summarizes the FAA's 
analysis of the economic impacts of this final rule.
    Department of Transportation Order DOT 2100.5 prescribes policies 
and procedures for simplification, analysis, and review of regulations. 
If the expected cost impact is so minimal that a proposed or final rule 
does not warrant a full evaluation, this order permits that a statement 
to that effect and the basis for it be included in the preamble if a 
full regulatory evaluation of the cost and benefits is not prepared. 
Such a determination has been made for this final rule. The reasoning 
for this determination follows:
    In conducting these analyses, the FAA has determined that this 
final rule:
    (1) Imposes minimal incremental costs and provides benefits,
    (2) Is not an economically ``significant regulatory action'' as 
defined in section 3(f) of Executive Order 12866,
    (3) Is not significant as defined in DOT's Regulatory Policies and 
Procedures;
    (4) Will not have a significant economic impact on a substantial 
number of small entities;
    (5) Will not have a significant effect on international trade; and
    (6) Will not impose an unfunded mandate on state, local, or tribal 
governments, or on the private sector by exceeding the monetary 
threshold identified.

These analyses are summarized below.
    This final rule modifies the Detroit, MI, Class B airspace to 
contain aircraft conducting published instrument procedures at Detroit 
Metropolitan Wayne County (DTW), Detroit, MI, within Class B airspace. 
The FAA is taking this action to support all three existing 
Simultaneous Instrument Landing System (SILS) configurations today; 
runways 22/21, runways 4/3 and runways 27L/27R, as well as to support 
containment for triple SILS operations planned for the very near future 
for runways 4L/4R/3R and runways 21L/22L/22R.
    The benefits of this rule are enhanced safety, improved flow of air 
traffic, and reduced potential for midair collisions in the DTW 
terminal area. In addition, this rule supports the FAA's national 
airspace redesign goal of optimizing terminal and enroute airspace 
areas to reduce aircraft delays and improve system capacity.
    As described in the NPRM, the costs of this final rule will include 
the costs of general aviation aircraft that might have to fly further. 
However, the FAA believes that any such costs will be minimal because 
the FAA designed the airspace to minimize the effect on aviation users 
who would not fly in the Class B airspace. In addition the FAA held a 
series of meetings to solicit comments from people who thought that 
they might be affected by the proposal. Wherever possible the FAA 
included the comments from those meetings in this final rule.
    The FAA received no comments on the FAA's request for comments on 
the minimal cost determination. Therefore, the FAA has determined that 
this final rule is not a ``significant regulatory action'' as defined 
in section 3(f) of Executive Order 12866, and is not ``significant'' as 
defined in DOT's Regulatory Policies and Procedures.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objective of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the business, organizations, and governmental jurisdictions subject 
to regulation.'' To achieve that principle, the RFA requires agencies 
to solicit and consider flexible regulatory proposals and to explain 
the rationale for their actions to assure that such proposals are given 
serious consideration. The RFA covers a wide-range of small entities, 
including small businesses, not-for-profit organizations and small 
governmental jurisdictions.
    Agencies must perform a review to determine whether a proposed or 
final rule will have a significant economic impact on a substantial 
number of small entities. If the agency determines that it will, the 
agency must prepare a regulatory flexibility analysis as described in 
the Act.
    However, if an agency determines that a proposed or final rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the 1980 RFA provides that 
the head of the agency may so certify and a regulatory flexibility 
analysis is not required. The certification must include a statement 
providing the factual basis for this determination, and the reasoning 
should be clear.
    In the Initial Regulatory Flexibility Analysis the FAA determined 
that the proposed rule was expected to improve safety by redefining 
Class B airspace

[[Page 3312]]

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

International Trade Impact Assessment

    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the 
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal 
agencies from establishing standards or engaging in related activities 
that create unnecessary obstacles to the foreign commerce of the United 
States. Pursuant to these Acts, the establishment of standards is not 
considered an unnecessary obstacle to the foreign commerce of the 
United States, so long as the standard has a legitimate domestic 
objective, such as the protection of safety, and does not operate in a 
manner that excludes imports that meet this objective. The statute also 
requires consideration of international standards and, where 
appropriate, that they be the basis for U.S. standards.
    The FAA assessed the potential effect of this proposed rule in the 
NPRM and determined that it would encourage international cooperation 
between the United States and Canada and increase safety in both the 
United States and Canada because the proposal affects airspace in both 
these countries. The FAA received no comments on this determination.
    Therefore, the FAA has determined that this final rule will 
encourage international cooperation and increase safety between the 
United States and Canada.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement 
assessing the effects of any Federal mandate in a proposed or final 
agency rule that may result in an expenditure of $100 million or more 
(adjusted annually for inflation) in any one year by State, local, and 
tribal governments, in the aggregate, or by the private sector; such a 
mandate is deemed to be a ``significant regulatory action.'' The FAA 
currently uses an inflation-adjusted value of $143.1 million in lieu of 
$100 million. This final rule does not contain such a mandate; 
therefore the requirements of Title II do not apply.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

Adoption of the Amendment

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

PART 71--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR 
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

0
1. The authority citation for part 71 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854, 24 
FR 9565, 3 CFR, 1959-1963 Comp., p. 389.


Sec.  71.1  [Amended]

0
2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9X, Airspace Designations and 
Reporting Points, dated August 7, 2013, and effective September 15, 
2013, is amended as follows:

Paragraph 3000 Subpart B--Class B Airspace

* * * * *

AGL MI B Detroit, MI

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

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

[[Page 3313]]

the DXO VOR/DME 063[deg] radial; thence northeast along the DXO VOR/
DME 063[deg] radial to intercept the 4.1-mile radius of the Coleman 
A. Young Municipal Airport at lat. 42[deg]20'30'' N., long. 
83[deg]01'31'' W.; thence counterclockwise along the 4.1-mile radius 
of the Coleman A. Young Municipal Airport to intercept the 20-mile 
arc of the DXO VOR/DME at lat. 42[deg]21'09'' N., long. 
82[deg]57'31'' W.; thence counterclockwise along the 20-mile arc of 
the DXO VOR/DME to intercept the SVM VORTAC 044[deg] radial; thence 
southwest along the SVM VORTAC 044[deg] radial to intercept the 5-
mile arc of the SVM VORTAC at lat. 42[deg]28'08'' N., long. 
83[deg]30'58'' W.; thence clockwise along the 5-mile arc of the SVM 
VORTAC to the point of beginning.
    Area F. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the SVM VORTAC 044[deg] radial and 
the 25-mile arc of the DXO VOR/DME; thence clockwise along the 25-
mile arc of the DXO VOR/DME to lat. 41[deg]48'32'' N., long. 
83[deg]13'49'' W.; thence west to intercept the 25-mile arc of the 
DXO VOR/DME at lat. 41[deg]48'11'' N., long. 83[deg]28'00'' W.; 
thence clockwise along the 25-mile arc of the DXO VOR/DME to 
intercept the SVM VORTAC 214[deg] radial; thence northeast along the 
SVM VORTAC 214[deg] radial to intercept the 20-mile arc of the DXO 
VOR/DME at lat. 42[deg]10'10'' N., long. 83[deg]48'40'' W.; thence 
counterclockwise along the 20-mile arc of the DXO VOR/DME to 
intercept the SVM VORTAC 044[deg] radial; thence northeast along the 
SVM VORTAC 044[deg] radial to the point of beginning.
    Area G. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the SVM VORTAC 214[deg] radial and 
the 25-mile arc of the DXO VOR/DME at lat. 42[deg]04'33'' N., long. 
83[deg]53'44'' W.; thence counterclockwise along the 25-mile arc of 
the DXO VOR/DME to lat. 41[deg]48'11'' N., long. 83[deg]28'00'' W.; 
thence west to intercept the 30-mile arc of the DXO VOR/DME at lat. 
41[deg]47'43'' N., long. 83[deg]44'08'' W.; thence clockwise along 
the 30-mile arc of the DXO VOR/DME to lat. 41[deg]51'00'' N., long. 
83[deg]49'42'' W.; thence north to the point of beginning.
    Area H. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at a point on the DXO VOR/DME 327[deg] radial at 30-miles 
at lat. 42[deg]37'56'' N., long. 83[deg]44'08'' W.; thence clockwise 
along the 30-mile arc of the DXO VOR/DME to lat. 41[deg]46'30'' N., 
long. 83[deg]02'36'' W.; thence northwest to lat. 41[deg]48'44'' N., 
long. 83[deg]05'28'' W.; thence west to intercept the 25-mile arc of 
the DXO VOR/DME at lat. 41[deg]48'32'' N., long. 83[deg]13'49'' W.; 
thence counterclockwise along the 25-mile arc of the DXO VOR/DME 
until intercepting the SVM VORTAC 044[deg] radial; thence southwest 
along the SVM VORTAC 044[deg] radial until intercepting the 5-mile 
arc of the SVM VORTAC; thence clockwise along the 5-mile arc of the 
SVM VORTAC to intercept the DXO VOR/DME 327[deg] radial at lat. 
42[deg]21'52'' N., long. 83[deg]29'57'' W.; thence northwest along 
the DXO VOR/DME 327[deg] radial to the point of beginning.
    Area I. That airspace extending upward from 9,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at lat. 41[deg]47'43'' N., long. 83[deg]44'08'' W. on the 
30-mile arc of the DXO VOR/DME; thence counterclockwise along the 
30-mile arc of the DXO VOR/DME to lat. 41[deg]46'30'' N., long. 
83[deg]02'36'' W.; thence northwest to lat. 41[deg]48'44'' N., long. 
83[deg]05'28'' W.; thence west to the point of beginning.

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


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

[[Page 3314]]

[GRAPHIC] [TIFF OMITTED] TR21JA14.000


[[Page 3315]]


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