[Federal Register: November 22, 2005 (Volume 70, Number 224)]
[Proposed Rules]
[Page 70558-70562]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr22no05-20]
[[Page 70558]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA-2005-22509; Airspace Docket No. 03-AWA-2]
RIN 2120-AA66
Proposed Modification of the St. Louis Class B Airspace Area; MO
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking.
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SUMMARY: This action proposes to modify the St. Louis, MO, (STL) Class
B airspace area. Specifically, this action proposes airspace changes to
contain large, turbine-powered aircraft operations to and from the new
Runway 11/29 at the Lambert-St. Louis International Airport (KSTL), St.
Louis, MO. The FAA is proposing this action to enhance safety and
improve the management of aircraft operations in the KSTL terminal
area. Further, this effort supports the FAA's national airspace
redesign goal of optimizing terminal and en route airspace areas to
reduce aircraft delays and improve system capacity.
DATES: Comments must be received on or before January 6, 2006.
ADDRESSES: Send comments on this proposal to the Docket Management
System, U.S. Department of Transportation, Room Plaza 401, 400 Seventh
Street, SW., Washington, DC 20590-0001. You must identify FAA Docket
No. FAA-2005-22509 and Airspace Docket No. 03-AWA-2, at the beginning
of your comments. You may also submit comments through the Internet at
http://dms.dot.gov.
FOR FURTHER INFORMATION CONTACT: Steve Rohring, Airspace and Rules,
Office of System Operations Airspace and AIM, Federal Aviation
Administration, 800 Independence Avenue, SW., Washington, DC 20591;
telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested parties are invited to participate in this proposed
rulemaking by submitting such written data, views, or arguments as they
may desire. Comments that provide the factual basis supporting the
views and suggestions presented are particularly helpful in developing
reasoned regulatory decisions on the proposal. Comments are
specifically invited on the overall regulatory, aeronautical, economic,
environmental, and energy-related aspects of the proposal.
Communications should identify both docket numbers (FAA Docket No.
FAA-2005-22509 and Airspace Docket No. 03-AWA-2) and be submitted in
triplicate to the Docket Management System (see ADDRESSES section for
address and phone number). You may also submit comments through the
Internet at http://dms.dot.gov.
Commenters wishing the FAA to acknowledge receipt of their comments
on this action must submit with those comments and self-addressed,
stamped postcard on which the following statement is made: ``Comments
to FAA Docket No. FAA-2005-22509 and Airspace Docket No. 03-AWA-2.''
The postcard will be date/time stamped and returned to the commenter.
All communications received on or before the specified closing date
for comments will be considered before taking action on the proposed
rule. The proposal contained in this action may be changed in light of
comments received. All comments submitted will be available for
examination in the public docket both before and after the closing date
for comments. A report summarizing each substantive public contact with
FAA personnel concerned with this rulemaking will be filed in the
docket.
Availability of NPRM's
An electronic copy of this document may be downloaded through the
Internet at http://dms.dot.gov Recently published rulemaking documents can also be accessed through the FAA's Web page at http://www.faa.gov.
or the Federal Register's Web page at http://www.gpoaccess.gov/fr/index.html
.
You may review the public docket containing the proposal, any
comments received, and any final disposition in person in the Dockets
Office (see ADDRESSES section for address and phone number) between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. An
informal docket may also be examined during normal business hours at
the office of the Regional Air Traffic Division, Federal Aviation
Administration, 2300 East Devon Avenue, Des Plaines, IL 60018.
Persons interested in being placed on the mailing list for future
NPRM's should contact the FAA's Office of Rulemaking, (202) 267-9677,
for a copy of Advisory Circular No. 11-2A, Notice of Proposed
Rulemaking Distribution System, which describes the application
procedure.
Background
In August 1979, the FAA issued a final rule establishing the St.
Louis, MO, Terminal Control Area (TCA). This area was later re-
classified as a Class B airspace area as a result of the Airspace
Reclassification Final Rule (56 FR 65638); however, this final rule did
not alter the dimensions of the original TCA.
As part of the FAA's Operational Evolution Plan, a new runway is
under construction at KSTL. The new runway (Runway 11/29) is designed
to provide a 51% increase in airport capacity and is scheduled to be
commissioned in April 2006. Aircraft conducting instrument operations
to this new runway will frequently need to intercept instrument
approaches outside the St. Louis Class B airspace area if the current
Class B airspace area is not expanded. The proposed Class B airspace
modification will address this matter.
Public Input
On February 26, 2004, informal public workshops were held at the
St. Charles Municipal Airport, St. Charles, MO; the Creve Coeur
Airport, Maryland Heights, MO; and the St. Louis-Downtown Airport,
Cahokia, IL. These public workshops and meetings allowed interested
parties an opportunity to present their views and offer suggestions
regarding planned modifications to the STL Class B airspace area. All
comments received during the workshops were considered and were then
reviewed by the ad hoc committee.
Ad hoc Committee
The ad hoc committee, sponsored by the Missouri Department of
Transportation (MDOT) Office of Aviation, was comprised of
representatives from the MDOT, Aircraft Owners and Pilots association
(AOPA), United States Pilots Association, Missouri Pilots Association,
Greater St. Louis Business Aviation Association, Emerson Flight
Operations, St. Charles County Airport, St. Charles Municipal Airport,
Washington Airport, Scott Air Force Base, Mid-America Airport, St.
Louis Downtown Airport, Creve Coeur Airport, St. Louis Metro-East
Airport-Shafer Field, and the FAA's Gateway TRACON. The ad hoc
committee met on October 2, 2003; January 22, 2004; and September 23,
2004. During these meetings, the FAA presented preliminary plans to
modify the STL Class B airspace area and participants presented
comments and recommendations regarding the planned modifications. All
comments and recommendations received from the ad hoc committee were
considered by the FAA in developing the modifications proposed in this
NPRM.
[[Page 70559]]
The following is a summary of the final recommendations received
from the ad hoc committee:
1. Limit the floor of the Class B airspace area over the Creve
Coeur Airport to 1,700 feet mean sea level (MSL) and modify Class B
airspace area boundaries to include geographical references where
possible.
2. Expand Area A to the north/northwest of KSTL to contain large,
turbine-powered aircraft departing KSTL. This expansion will not
require moving the existing VFR flyway located to the north of the
expansion.
3. Expand Area A to the west of KSTL and lower the vertical limits
of Area B to the west of KSTL to contain large, turbine-powered
aircraft conducting approaches to Runway 11 and departing Runway 29.
This will require lowering the altitude of VFR flyways to the west of
KSTL from below 2,000 feet MSL to below 1,700 feet MSL.
4. Lower a portion of Area D to the south of KSTL to contain large,
turbine-powered aircraft that turn south after departing Runway 29.
5. Lower the floor of Area E from 3,500 feet MSL to 3,000 feet MSL
to contain large, turbine-powered aircraft on a base leg to Runway 30R
and conducting approaches to Runway 30L and Runway 30R at KSTL.
6. Change the boundary of the arrival extensions in the vicinity of
the St. Louis Metro East/Schafer Airport.
7. Include an area in the vicinity of Foristell, Missouri, in the
Class B airspace area.
All of the above ad hoc committee's recommendations were adopted.
Informal Airspace Meetings
To provide an additional opportunity for the public to express
their opinion on the planned modifications, the FAA held three informal
airspace meetings. The first two meetings were held on October 19, 2005
in Chesterfield, MO and the third meeting was held in Collinsville, IL,
on October 20, 2005. As a result of these meetings, the FAA received
seven written comments. Three of the written comments were supportive
of planned modifications to the STL Class B airspace area; four of the
written comments expressed concerns with regard to the planned
modifications.
Of the four commenters opposed to the planned modifications, three
commenters raised concerns about lowering the floor of Area A from
2,000 feet to 1,700 feet MSL. They stated that this change will
adversely impact aircraft operations at the St. Charles Municipal
Airport (3SQ). This matter was discussed at the informal airspace
meetings and had been previously discussed by the ad hoc committee at
the public workshops noted above. Because 3SQ is located 7.5 nautical
miles (NM) from the approach end of Runway 11 and approximately 1.5 NM
north of the extended final approach course, the FAA has determined
that lowering the floor of Area A to 1,700 feet MSL is necessary to
contain large, turbine-powered aircraft conducting approach procedures
to the new Runway 11 within the STL Class B airspace area.
Additionally, it should be noted that large, turbine-powered aircraft
will not be operating at the base altitude of the St. Louis Class B
airspace area. Also, because the traffic pattern altitude at 3SQ is
1,100 feet MSL, aircraft transiting the area may continue their
practice of flying over the 3SQ traffic pattern at 1,600 feet MSL,
while remaining clear of the St. Louis Class B airspace area.
Two commenters also expressed concern about the expansion of the
Class B Surface area to the west-northwest of KSTL and the loss of the
Missouri River as a geographical boundary. The FAA has determined that
the modifications to the west-northwest of KSTL are necessary to
contain large, turbine-powered aircraft arriving Runway 11 and
departing Runway 29 within the St. Louis Class B Airspace. While the
Missouri River will no longer define a boundary of the St. Louis Class
B airspace area, the FAA believes that pilots may utilize Highway 94 or
Route H as a geographical reference to identify the location of that
boundary as well as using the Cardinal VOR/DME.
One of commenters, the City Administrator for the City of St.
Charles also expressed concerns about increased noise and potential
structural damage to the city's historical district. These
environmental concerns were addressed in the Final Environmental Impact
Statement for the St. Louis-Lambert International Airport Expansion
Plan and are categorically excluded from Class B airspace actions by
FAA Order 1050.1E, Policies and Procedures for Considering
Environmental Impacts.
In addition to the written comments, one news helicopter pilot
verbally expressed concerns over access to areas within the proposed
surface area. FAA representatives attending the meetings expressed a
willingness to work with local helicopter operators to mitigate this
impact.
The chairman of the ad hoc committee was briefed on comments
received as a result of the informal airspace meetings. He stated that
comments received would not require any further action on behalf of the
ad hoc committee.
The Proposal
The FAA is proposing an amendment to Title 14 Code of Federal
Regulations (14 CFR) part 71 to modify the STL Class B airspace area.
Specifically, this action (depicted on the attached chart) proposes to
expand the Area A, Area B, Area C, and Area D to improve the
containment of large, turbine-powered aircraft operating within the STL
Class B airspace area.
The following are the proposed revisions for each area of the STL
Class B airspace area:
Area A. Expand the lateral limits of Area A to the northwest and
southwest of KSTL.
Area B. Expand the lateral limits of Area B to the west-northwest
of KSTL.
Area C. Modify the lateral limits of Area C by eliminating a
portion to the west-northwest of KSTL that will be included in new Area
B.
Area D. Modify Area D by reducing the lateral limits to that
portion of the current Area D that lies within the 10-NM arc of
Cardinal (Very High Frequency Omni-directional Range (VOR)/Distance
Measuring Equipment (DME) to the south of KSTL and lower the floor from
3,000 feet MSL to 2,500 feet MSL.
Area E. Expand Area E to include the area between the 10-NM and 15-
NM DME arcs of the Cardinal VOR/DME and lower the floor from 3,500 feet
MSL to 3,000 feet MSL.
Area F. Reduce the lateral limits of Area F to two areas between
the 15-NM and 20-NM DME arcs of the Cardinal VOR/DME and lower the
floor from 4,500 feet MSL to 3,500 feet MSL.
Area G. Expand those portions of airspace that were eliminated from
the current Area F and re-designate that airspace as Area G. The
altitude would remain from 4,500 feet MSL to and including 8,000 feet
MSL.
Area H. Re-designate a portion of the current Area G as a new Area
H. The altitude would remain from 5,000 feet MSL to and including 8,000
feet MSL.
Area I. Designate a new Area I between the 20-NM and 30-NM arcs of
the Cardinal VOR/DME to the west of KSTL.
These modifications would improve the management of aircraft
operations in the STL terminal area and enhance safety by expanding the
dimensions of the STL Class B airspace area to protect large, turbine-
powered aircraft arriving and departing KSTL. Additionally, this
proposed action supports various efforts to enhance the efficiency and
capacity of the National Airspace System.
[[Page 70560]]
The coordinates for this airspace docket are based on North
American Datum 83. Class B airspace areas are published in paragraph
3000 of FAA Order 7400.9N, Airspace Designations and Reporting Points,
dated September 1, 2005, and effective September 15, 2005, which is
incorporated by reference in 14 CFR section 71.1. The Class B airspace
area listed in this document would be published subsequently in the
order.
Regulatory Evaluation Summary
Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs that each Federal agency
shall propose or adopt a regulation only upon a reasoned determination
that the benefits of the intended regulation justify its costs. Second,
the Regulatory Flexibility Act of 1980 requires agencies to analyze the
economic impact of regulatory changes on small entities. Third, the
Trade Agreements Act (19 U.S.C. 2531-2533) prohibits agencies from
setting standards that create unnecessary obstacles to the foreign
commerce of the United States. In developing U.S. standards, this Trade
Act requires agencies to consider international standards and, where
appropriate, to 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).
In conducting these analyses, FAA has determined this rule: (1) Has
benefits that justify its costs, is not a ``significant regulatory
action'' as defined in section 3(f) of Executive Order 12866, and is
not ``significant'' as defined in Department of Transportation's
Regulatory Policies and Procedures; (2) will not have a significant
economic impact on a substantial number of small entities; (3) will not
reduce barriers to international trade; and does not impose an unfunded
mandate on State, local, or tribal governments, or on the private
sector. These analyses, available in the docket, are summarized below.
This NPRM would modify the St. Louis, MO, Class B airspace area.
The proposed rule would expand the eastern boundary of the airspace
area, and alter several of the existing areas within St. Louis, MO,
Class B airspace area.
The NPRM would generate benefits for system users and supports the
national airspace redesign goal of the FAA by maximizing the efficiency
of terminal and en route airspace areas to reduce aircraft delays,
improve system capacity, and enhance safety. The cost of
circumnavigation is considered to be small. Thus, the FAA has
determined this proposed rule would be cost-beneficial.
Total Costs and Benefits of This Rulemaking
The NPRM would generate benefits for air carriers and the FAA in
the form of enhanced operational efficiency and simplified navigation
of the STL terminal area. However, general aviation (GA) operators may
experience a marginal increase in circumnavigation costs due to the
proposed expansion of the airspace area.
The proposed rule would not impose any additional administrative
costs on the FAA for either personnel or equipment.
Who Is Potentially Affected by This Rulemaking?
This proposed rulemaking affects anyone who would operate in STL
Class B airspace area, and specifically those aircraft with large,
turbine-powered engines.
Initial Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 establishes ``as a principle
of regulatory issuance that agencies shall endeavor, consistent with
the objective of the rule and of applicable statutes, to fit regulatory
and informational requirements to the scale of the business,
organizations, and governmental jurisdictions subject to regulation.''
To achieve that principle, the Act requires agencies to solicit and
consider flexible regulatory proposals and to explain the rationale for
their actions. The Act covers a wide-range of small entities, including
small businesses, not-for-profit organizations and small governmental
jurisdictions.
Agencies must perform a review to determine whether a proposed or
final rule will have a significant economic impact on a substantial
number of small entities. If the determination is that it will, the
agency must prepare a regulatory flexibility analysis (RFA) as
described in the Act.
However, if an agency determines that a proposed or final rule is
not expected to have a significant economic impact on a substantial
number of small entities, section 605(b) of the 1980 Act provides that
the head of the agency may so certify and an RFA is not required. The
certification must include a statement providing the factual basis for
this determination, and the reasoning should be clear.
This proposed rule may impose some circumnavigation costs on
individuals operating in the STL terminal area, but the proposed rule
would not impose any costs on small business entities. Individual
operators of GA aircraft are not considered as small business entities.
As such, they are not included when performing a regulatory flexibility
analysis. Flight schools are considered small business entities.
However, the FAA assumes that they provide instruction in aircraft
equipped to navigate in Class B airspace given they currently provide
instruction in the STL terminal area. Therefore, these small entities
should not incur any additional costs as a result of the proposed rule.
Accordingly, pursuant to the Regulatory Flexibility Act, 5 U.S.C.
605(b), the Federal Aviation Administration certifies that this
proposed rule would not have a significant economic impact on a
substantial number of small entities. The FAA solicits comments from
affected entities with respect to this finding and determination and
requests that all comments be accompanied by clear documentation.
International Trade Impact Assessment
The Trade Agreement Act of 1979 prohibits Federal agencies from
engaging in any standards or related activities that create unnecessary
obstacles to the foreign commerce of the United States. Legitimate
domestic objectives, such as safety, are not considered unnecessary
obstacles. The statute also requires consideration of international
standards and where appropriate, that they be the basis for U.S.
standards.
In accordance with the above statute, the FAA has assessed the
potential effect of this proposed rule and has determined that it would
have only a domestic impact and therefore create no obstacles to the
foreign commerce of the United States.
Unfunded Mandates Assessment
The Unfunded Mandate Reform Act of 1995 (the Act) is intended,
among other things, to curb the practice of imposing unfunded Federal
mandates on State, local, and tribal governments. Title II of the Act
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. The FAA
currently
[[Page 70561]]
uses an inflation-adjusted value of $120.7 million in lieu of $100
million. This proposed rule does not contain such a mandate. The
requirements of Title II do not apply.
Paperwork Reduction Act
In accordance with the Paperwork Reduction Act of 1980 (Pub. L. 96-
511), there are no requirements for information collection associated
with this action.
Conclusion
In view of the small compliance cost to circumnavigate the
controlled airspace by operators of non-compliant aircraft of the
proposed rule and enhancements to aviation safety and operational
efficiency, the FAA has determined the proposed rule would be cost-
beneficial.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference, Navigation (air).
The Proposed Amendment
In consideration of the foregoing, the Federal Aviation
Administration proposes to amend 14 CFR part 71 as follows:
PART 71--DESIGNATION OF CLASS A, B, C, D, AND CLASS E AIRSPACE
AREAS; AIR TRAFFIC SERVICE ROUTES; AND REPORTING POINTS
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]
2. The incorporation by reference in 14 CFR 71.1 of the FAA Order
7400.9N, Airspace Designations and Reporting Points, dated September 1,
2005, and effective September 15, 2005, is amended as follows:
Paragraph 3000--Class B Airspace.
* * * * *
ACE MO B St. Louis, MO [Revised]
Lambert-St. Louis International Airport (Primary Airport)
(Lat. 38[deg]44'52'' N., long. 90[deg]21'36'' W.)
Creve Coeur Airport
(Lat. 38[deg]43'36'' N., long. 90[deg]30'30'' W.)
St. Charles Municipal Airport
(Lat. 38[deg]50'55'' N., long. 90[deg]30'00'' W.)
Cardinal VOR/DME (CSX)
(Lat. 38[deg]45'10'' N., long. 90[deg]21'39'' W.)
Foristell VORTAC
(Lat. 38[deg]41'40'' N., long. 90[deg]58'17'' W.)
ILS Runway 30L Localizer
(Lat. 38[deg]45'17'' N., long. 90[deg]22'52'' W.)
Boundaries
Area A. That airspace extending from the surface to and including
8,000 feet MSL within a 6-mile DME radius of the Cardinal VOR/DME
excluding that airspace within the 1.5NM radius of the Creve Coeur
Airport.
Area B. That airspace extending upward from 1,700 feet MSL to and
including 8,000 feet MSL within a 10-mile DME radius of the Cardinal
VOR/DME beginning at the intersection of the 6-mile DME arc and Page
Avenue, then westward along Page Avenue to Missouri Route 94, then
westward along Missouri Route 94 to the intersection of Missouri Route
94 and the 10-mile DME arc, then clockwise along the 10-mile DME arc to
the intersection of the 10-mile DME arc and the power lines located 2NM
north of the St. Charles Municipal Airport, then southeast along the
power lines to the intersection of the power lines and the 6-mile DME
arc, then counterclockwise along the 6-mile DME arc to the intersection
of the 6-mile DME arc and the 1.5NM radius arc of the Creve Coeur
Airport, then clockwise along the 1.5NM arc of the Creve Coeur Airport
to the intersection of the 1.5NM arc of the Creve Coeur Airport and the
6-mile DME arc, then counterclockwise along the 6-mile DME arc to the
point of beginning.
Area C. That airspace extending upward from 2,000 feet MSL to and
including 8,000 feet MSL within a 10-mile DME radius of the Cardinal
VOR/DME, excluding Areas A, B, and D.
Area D. That airspace extending upward from 2,500 feet MSL to and
including 8,000 feet MSL within a 10-mile DME radius of the Cardinal
VOR/DME, bounded on the south by the 10-mile DME arc and on the north
by Interstate 64.
Area E. That airspace extending upward from 3,000 feet MSL to and
including 8,000 feet MSL within a 15-mile DME radius of the Cardinal
VOR/DME, excluding Areas A, B, C, and D.
Area F. That airspace extending upward from 3,500 feet MSL to and
including 8,000 feet MSL within a 20-mile DME radius of the Cardinal
VOR/DME, northwest of the Cardinal VOR/DME, beginning at the
intersection of Interstate 64 and the 20-mile DME radius, clockwise
along the 20-mile DME arc to the intersection of the 20-mile DME arc
and the island in the Illinois River (lat. 39[deg]02[min]23[sec] N.,
long. 90[deg]34[min]40[sec] W.), then along a line direct to the 15-
mile DME arc centered on Grafton, Illinois (lat. 38[deg]59[min]12[sec]
N., long. 90[deg]28[min]20[sec] W.), then counterclockwise along the
15-mile DME arc to the intersection of the 15-mile DME arc and
Interstate 64, then west along Interstate 64 to the point of beginning;
and that airspace, southeast of the Cardinal VOR/DME, beginning at the
intersection of the 20-mile DME arc of the Cardinal VOR/DME and
Interstate 270, then clockwise along the 20-mile DME arc to the
intersection of the 20-mile DME arc and Illinois Route 3, then
northwest along Illinois Route 3 to the intersection of Illinois Route
3 and Interstate 255, then northwest along Interstate 255 to the 15-
mile DME arc, then counterclockwise along the 15-mile DME arc to the
intersection of the 15-mile DME arc and Interstate 270, then east along
Interstate 270 to the point of beginning.
Area G. That airspace extending upward from 4,500 feet MSL to and
including 8,000 feet MSL within a 30-mile DME radius of the Cardinal
VOR/DME, southeast of the Cardinal VOR/DME, beginning at the
intersection of the 30-mile DME arc and Victor 4 Low Altitude Airway,
then northwest along Victor 4 to the intersection of Victor 4 and the
20-mile DME arc, then clockwise along the 20-mile DME arc to the
intersection of the 20-mile DME arc and Illinois Route 3 (Columbia,
Illinois), then southeast along a line parallel to the runway 30L
localizer course to intersect the 30-mile DME arc, then
counterclockwise along the 30-mile DME arc to the point of beginning;
and that airspace, northwest of the Cardinal VOR/DME, beginning at the
Cardinal VOR/DME 320[deg] radial at 30 DME, then counterclockwise along
the 30-mile DME arc to the Cardinal VOR/DME 286[deg] radial at 30 DME,
then along a line southeast direct to the Cardinal VOR/DME 277[deg]
radial at 20 DME, then clockwise along the 20-mile DME arc to the
intersection of the 20-mile DME arc and the island in the middle of the
Illinois River (lat. 39[deg]02[min]23[sec] N., long.
90[deg]34[min]40[sec] W.), then along a line northwest direct to the
point of beginning.
Area H. That airspace extending upward from 5,000 feet MSL to and
including 8,000 feet MSL within a 20-mile DME radius of the Cardinal
VOR/DME, excluding Areas A, B, C, D, E, and F.
Area I. That airspace extending upward from 5,000 feet MSL to and
including 8,000 feet MSL within a 30-mile DME radius of the Cardinal
VOR/DME, beginning at the Cardinal VOR/DME 286[deg] radial at 30 DME,
then counterclockwise along the 30-mile DME arc to the intersection of
the 30-mile DME arc and the power line 2.5NM northwest of the Foristell
VORTAC, then east along the power line to the intersection of the power
line and the
[[Page 70562]]
20-mile DME arc, then clockwise along the 20-mile DME arc to the
Cardinal VOR/DME 277[deg] radial at 20 DME, then along a line northwest
direct to the point of beginning.
* * * * *
Issued in Washington, DC, on November 16, 2005.
Edith V. Parish,
Manager, Airspace and Rules.
BILLING CODE 4910-13-P
[GRAPHIC] [TIFF OMITTED] TP22NO05.000
[FR Doc. 05-23096 Filed 11-21-05; 8:45 am]
BILLING CODE 4910-13-C