[Federal Register: February 4, 2003 (Volume 68, Number 23)]
[Proposed Rules]
[Page 5613-5614]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr04fe03-20]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Airspace Docket No. 97-AWA-2]
RIN 2120-AA66
Proposed Modification of the Tampa Class B Airspace Area; FL
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Proposed rule; withdrawal.
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SUMMARY: This action withdraws a notice of proposed rulemaking (NPRM)
published in the Federal Register on November 18, 1998. In that action,
the FAA proposed to modify the Tampa, FL, Class B airspace area by
renaming two existing subareas, configure the boundaries of three
subareas, and create an additional subarea. However, the conditions
that prompted the development of the proposal did not fully
materialize. Therefore, the FAA has determined that withdrawal of the
proposed rule is warranted in order to best serve aviation safety and
the efficient management of aircraft operations in the Tampa terminal
area.
DATES: This withdrawal is made as of February 4, 2003.
FOR FURTHER INFORMATION CONTACT: Paul Gallant, Airspace and Rules
Division, ATA-400, Office of Air Traffic Airspace Management, Federal
Aviation Administration, 800 Independence Avenue, SW., Washington, DC
20591; telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Background
The basis for the proposed modification of the Tampa Class B
airspace area was a 1991 recommendation by the Defense Base Realignment
and Closure Commission that MacDill Air Force Base (AFB) be closed and
the 56th Tactical Fighter Wing located there be deactivated. That
action prompted the FAA to conduct a staff study of the Tampa terminal
area to determine if any modifications to the Tampa Class B airspace
area were warranted. The staff study resulted in a recommendation to
raise the floor of Class B airspace over Tampa Bay south of MacDill AFB
to the boundary of Sarasota-Brandenton Class C airspace area from the
current 1,200 feet mean sea level (MSL) to 3,000 feet MSL. The airspace
floor in that area was established at 1,200 feet MSL in 1990 as an
additional safety measure between civil aircraft operating in the
vicinity of Tampa International Airport and the F-16 fighter aircraft
based at MacDill AFB.
In 1995, however, the Commission amended its findings and
recommended that MacDill AFB remain open and continue to host an active
flying mission. The F-16 unit, formerly assigned to the base, was
replaced by an air refueling wing comprised of KC-135 heavy jet
aircraft.
The decision that MacDill AFB would remain open with a continuing
flying mission was acknowledged in the NPRM. The FAA elected to proceed
with the proposal to modify the Class B airspace area because it was
anticipated that the termination of the fighter mission would lead to
fewer operations at MacDill AFB, as well as less high-speed, low-
altitude military aircraft operations over Tampa Bay.
It is with this in mind that, on November 18, 1998, the FAA
published an NPRM in the Federal Register (63 FR 64016) proposing to
amend 14 CFR part 71 to modify the Tampa, Florida Class B airspace
area. Interested parties were invited to participate in the rulemaking
process by submitting written data, views, or arguments regarding the
proposal.
The FAA received a total of nine comments on the proposal. The
Aircraft Owners and Pilots Association (AOPA) wrote in support of the
proposal stating that the elimination of Class B airspace below 3,000
feet MSL as proposed would result in more efficient use of the airspace
by segments of the general aviation community. The United States Air
Force (USAF) submitted two comments opposing the proposal. The USAF was
concerned that the proposal to raise the floor of Class B airspace
area, from 1,200 feet MSL to 3,000 feet MSL, south of MacDill AFB would
pose a hazard to flight operations in the area. Another commenter also
opposed the proposal stating that the existing 1,200-foot floor is
necessary based on the amount of aircraft operations in the area, the
number of airports located within a few miles of each other, and
weather conditions over Tampa Bay that reduce long-range visibility
much of the time. Five other commenters supported the proposal stating
that the changes would benefit general aviation.
As a result of the NPRM, however, questions arose regarding the
impacts of the change on the efficiency and safety of operations in the
Tampa terminal area if the floor of Class B airspace area was raised
from the current 1,200 feet MSL to 3,000 feet MSL, as proposed. These
concerns were based on the fact that MacDill AFB did not close and that
the airspace over Tampa Bay encompasses high density traffic operating
to and from six airports in the vicinity.
Airspace Study
In January 2002, the FAA conducted a thorough review of the
proposed Tampa, FL, Class B airspace area modifications to better
evaluate these concerns. The review included an analysis of traffic
flows within the Tampa Approach Control airspace, with special emphasis
given to that segment of Class B airspace from MacDill AFB south to the
boundary of the Sarasota-Bradenton Class C airspace area. In its
review, the FAA considered the following information: MacDill AFB
remains open and hosts a variety of aircraft operations including KC-
135 heavy jets, aviation elements of the National Oceanic and
Atmospheric Administration and the Department of Agriculture, and
routine transient aircraft. In addition, fighter aircraft from other
locations frequently deploy to, and operate from, MacDill AFB to
conduct training in the nearby off-shore and over-land military special
use airspace areas. The MacDill AFB aircraft operations count for the
year 2001 totaled more than 30,000 operations, contributing to the
overall complexity of airspace in the Tampa terminal area.
The Tampa Class B airspace area was configured to provide Class B
airspace protection for air carrier aircraft serving the Tampa
International Airport (the primary airport) and to enhance the
management of air traffic operations in this high-density terminal
area. Air traffic control makes extensive use of the Class B airspace
segment over Tampa Bay to ensure the safe and efficient management of
aircraft operations in the terminal area. Raising the floor of Class B
airspace to 3,000 feet MSL, as proposed, would place a significant
portion of traffic in the Tampa terminal area outside of Class B
airspace during critical phases of flight. For example, arrivals to
Runways 36L/36R at Tampa International Airport are descended to 2,600
feet MSL to be at the approach intercept altitude. This altitude is
1,000 feet above the approach intercept altitude of 1,600 feet MSL used
for Runway 04 at MacDill AFB. This altitude difference provides the
required instrument flight rules separation between Tampa and MacDill
arrivals. Aircraft departing Runway 22
[[Page 5614]]
at MacDill AFB are initially stopped at 1,600 feet MSL, southbound, in
order to provide separation from Tampa arrivals and departures. When
multiple aircraft are being vectored in the radar pattern for Runway 04
at MacDill AFB, the pattern often extends to the southwest of MacDill
AFB as far as the Skyway Bridge and beyond.
In addition to the Tampa International Airport and MacDill AFB
operations described above, the same general airspace is used by other
aircraft descending into, or departing from, the Albert Whitted (SPG),
St. Petersburg-Clearwater International (PIE), Peter O. Knight (TPF),
and Sarasota-Bradenton International (SRQ) Airports. Arrivals to these
airports are normally descended to 2,000 feet MSL to intercept the
approach. The final approach paths for these airports lie within 10
nautical miles of each other.
The airspace segment from MacDill AFB southward to the Sarasota-
Bradenton Class C airspace boundary contains a high volume of aircraft
operations and a widely varied mix of instrument flight rules and
visual flight rules aircraft operations.
Decision
Based on this latest study, the FAA has concluded that the current
configuration of the Tampa Class B airspace area best provides for the
safety and efficiency of operations within the Tampa terminal area.
In light of these considerations, the FAA has reexamined the
proposed modification of the Tampa Class B airspace area and has
decided to withdraw the proposal.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference, Navigation (air).
The Withdrawal
In consideration of the foregoing, the Notice of Proposed
Rulemaking, Airspace Docket No. 97-AWA-2, as published in the Federal
Register on November 18, 1998 (63 FR 64016), is hereby withdrawn.
Authority: 49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854; 24
FR 9565, 3 CFR, 1959-1963 Comp., p. 389.
Issued in Washington, DC, on January 29, 2003.
Reginald C. Matthews,
Manager, Airspace and Rules Division.
[FR Doc. 03-2526 Filed 2-3-03; 8:45 am]
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