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Modification of the Houston Class B Airspace Area; TX

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 [Federal Register: September 17, 2003 (Volume 68, Number 180)]
[Rules and Regulations]
[Page 54329-54335]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr17se03-4]

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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA-2003-14402; Airspace Docket No. 01-AWA-4]
RIN 2120-AA66
 
Modification of the Houston Class B Airspace Area; TX

AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.

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[[Page 54330]]

SUMMARY: This action modifies the current Houston, TX, Class B airspace 
area to contain large turbine-powered aircraft during operations to the 
new Runway 8L/26R at George Bush Intercontinental Airport (IAH), and to 
the new primary runway (Runway 4) at William P. Hobby Airport (HOU). 
The FAA is taking this action to enhance safety and improve the 
management of aircraft operations in the Houston terminal area. 
Further, this action supports the FAA's national airspace redesign goal 
of optimizing terminal and en route airspace areas to reduce aircraft 
delays and improve system capacity.

EFFECTIVE DATE: 0901 UTC, October 30, 2003.

FOR FURTHER INFORMATION CONTACT: Steve Rohring, 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

    On April 17, 2003, the FAA proposed to modify the Houston Class B 
airspace area (68 FR 18910). The FAA proposed this action due to a 
significant growth in aircraft operations in the last ten years. To 
accommodate this growth, the City of Houston is scheduled to complete 
construction of the new Runway 8L/26R for IAH in October 2003. 
Additionally, the flow of aircraft operations at HOU will be adjusted 
to use Runway 4 as the primary runway. To provide protection for 
operations to the new runway at IAH and the planned traffic flow 
adjustments at HOU, the FAA is taking this action to modify the Houston 
Class B airspace area.
    Subsequent to the proposal, further technical analysis conducted by 
the FAA revealed that the proposed modification to Area A will not be 
required to contain large turbo-jet operations to the new Runway 8L/26R 
within the Houston Class B airspace area. Therefore, this action does 
not reflect the proposed modification to Area A.

Discussion of Comment

    In response to the notice of proposed rulemaking, the FAA received 
68 comments.
    Sixty-four commenters expressed concerns that aerobatic operations 
over the Sack-O-Grande Airport would be impacted. The FAA believes that 
there will be no impact on aerobatic operations in this area because 
the current waiver that permits aerobatic operations over the Sack-O-
Grande Airport will remain in effect. The upper portion of the waivered 
area (3,000 feet to 3,500 feet) will be within the modified Houston 
Class B airspace area where an additional margin of safety will be 
provided through the application of appropriate Class B separation 
standards.
    One commenter expressed a concern that noise from large turbine-
powered aircraft at lower altitudes over populated areas to the east 
and west of IAH would be a problem. The noise issue was addressed 
during the environmental analysis for Runway 8L/26R at IAH. The noise 
impact was determined to be minimal because the affected areas east and 
west of the airport are largely unpopulated farmland and prairie. The 
same commenter also expressed a concern with increasing the Class B 
airspace area to a 50-nautical mile (NM) radius of IAH. The FAA, 
however, notes that the proposal did not expand the lateral dimensions 
of the Houston Class B airspace area beyond the current 30-NM radius of 
IAH.
    One commenter expressed a concern that the proposed expansion of 
Areas B and C would compress general aviation traffic down to lower 
altitudes. The FAA recognizes that in order to remain clear of the 
Houston Class B airspace area, aircraft will either fly lower or 
further east or west of IAH. However, this is necessary to separate 
them from large turbine-powered aircraft arriving and departing IAH.
    The Aircraft Owners and Pilots Association concurred with the FAA's 
efforts to add waypoints to the Class B airspace area chart to assist 
pilots navigating the busy terminal area. With the aid of the Aircraft 
Owners and Pilot's Association, the FAA has developed eight waypoints 
in the Houston terminal area. These waypoints are scheduled to be 
charted October 30, 2003.
    The Air Line Pilots Association recommended that the FAA raise the 
3,000-foot floor to 4,000 feet to the east and west of IAH to 
realistically reflect the air traffic control requirements for 
conducting triple, simultaneous approaches and to allow the efficient 
operation of aircraft. The FAA notes that the Houston Class B airspace 
area is designed to contain large turbine-powered aircraft within the 
Houston Class B airspace area while they are conducting triple, 
simultaneous instrument approaches at IAH. When conducting triple, 
simultaneous instrument approaches each aircraft must be assigned an 
altitude that differs by at least 1,000 feet from the altitude of the 
other two aircraft conducting simultaneous approaches. This requires 
the use of additional lower altitudes to the east and west of IAH. 
Thus, the FAA is not amending the proposed altitudes.

The Rule

    This amendment to part 71 of Title 14, Code of Federal Regulations 
(14 CFR part 71) modifies the Houston Class B airspace area. 
Specifically, this action expands the lateral limits of Area B to the 
east and west of IAH; expands the lateral limits of Area C to the east 
and west of IAH and to the southwest of HOU; and expands the lateral 
limits of Area D to the southwest of HOU to improve the containment of 
turbo-jet aircraft operating within the Houston Class B airspace area.
    Area A. Area A is not modified.
    Area B. Area B is modified to the east and west of IAH 
incorporating into Area B, two segments of the Class B airspace area 
that are currently contained within Area C. Specifically, Area B is 
extended to the east incorporating that part of Area C airspace that 
lies on the extended ILS localizer course and downwind legs for Runway 
26R, 26L, and 27, between the IAH 15- and 20-NM arcs. Area B is 
extended to the west incorporating that part of Area C airspace that 
lies on the extended ILS localizer course and downwind legs for Runway 
8L, 8R, and 9, between the IAH 15- and 20-NM arcs.
    Area C. Area C is modified to the east and west of IAH 
incorporating into Area C, two segments of the Class B airspace that 
are currently contained within Area D. Specifically, Area C is extended 
to the east incorporating that part of Area D airspace that lies on the 
extended ILS localizer course and downwind legs for Runway 26R, 26L, 
and 27, between the IAH 20- and 30-NM arcs and to the west 
incorporating that part of Area D airspace that lies on the extended 
ILS localizer course and downwind legs for Runway 8L, 8R, and 9, 
between the IAH 20- and 30-NM arcs of the airport. Area C is also 
modified to the southwest of HOU by incorporating into Area C, one 
segment of the Class B airspace that is currently contained within Area 
D. Specifically, Area C is extended to the southwest incorporating that 
part of Area D airspace that lies on the extended ILS localizer course 
and downwind legs for Runway 4, between the IAH 15- and 20-NM arcs.
    Area D. Area D is modified by expanding the boundaries of Area D to 
the southwest of HOU. Specifically, Area D is extended to the southwest 
of HOU incorporating airspace that lies on the extended ILS localizer 
course and downwind legs for Runway 4, between the IAH 20- and 25-NM 
arcs.

[[Page 54331]]

    Area E. Area E is not modified.
    These modifications improve the management of aircraft operations 
in the Houston terminal area, and enhance safety by extending and 
lowering the floor of Class B airspace to protect a high volume of 
instrument approaches to IAH and HOU airports. Additionally, this 
action supports various efforts to enhance the efficiency and capacity 
of the National Airspace System including the National Airspace 
Redesign project and the FAA's Operational Evolution Plan.
    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 7400.9L, Airspace Designations and Reporting Points, 
dated September 2, 2003, and effective September 16, 2003, which is 
incorporated by reference in 14 CFR section 71.1. The Class B airspace 
area listed in this document will 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 requires agencies to analyze the 
economic effect of regulatory changes on small businesses and other 
small entities. Third, the Office of Management and Budget directs 
agencies to assess the effect of regulatory changes on international 
trade. In conducting these analyses, the FAA has determined that this 
final rule: (1) Will generate benefits that justify its 
circumnavigation costs and is not a ``significant regulatory action'' 
as defined in the Executive Order; (2) is not significant as defined in 
the Department of Transportation's Regulatory Policies and Procedures; 
(3) will not have a significant impact on a substantial number of small 
entities; (4) will not constitute a barrier to international trade; and 
(5) will not contain any Federal intergovernmental or private sector 
mandate. These analyses are summarized here in the preamble, and the 
full Regulatory Evaluation is in the docket.
    This Final Rule will modify the Houston, TX, Class B airspace. The 
final rule will reconfigure the sub-area boundaries, raise the altitude 
ceiling in certain segments of the airspace and lower the altitude 
floor in certain segments.
    The final rule will generate benefits for system users in the form 
of enhanced operational efficiency and simplified navigation in the 
Houston terminal area. These modifications will impose some costs (an 
additional 5 NM circumnavigation around the expanded controlled 
airspace) on operators of non-compliant aircraft. However, the cost of 
circumnavigation is considered to be small. Thus, the FAA has 
determined this final rule will be cost-beneficial.

Final Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 establishes ``as a principle 
of regulatory issuance that agencies shall endeavor, consistent with 
the objective of the rule and of applicable statutes, to fit regulatory 
and informational requirements to the scale of the business, 
organizations, and governmental jurisdictions subject to regulation.'' 
To achieve that principal, the Act requires agencies to solicit and 
consider flexible regulatory proposals and to explain the 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 final rule may impose some circumnavigation costs on 
individuals operating in the Houston terminal area; but the final rule 
will not impose any costs on small business entities. Operators of GA 
aircraft are considered individuals, not small business entities and 
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 
Houston terminal area. Therefore, these small entities should not incur 
any additional costs as a result of the final rule. Accordingly, 
pursuant to the Regulatory Flexibility Act, 5 U.S.C. 605(b), the 
Federal Aviation Administration certifies this rule will not have a 
significant economic impact on a substantial number of small entities.

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.
    The final rule is not expected to affect trade opportunities for 
U.S. firms doing business overseas or for foreign firms doing business 
in the United States.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (the Act), 
enacted as Public Law 0104-4 on March 22, 1995, requires each Federal 
agency, to the extent permitted by law, to prepare a written assessment 
of the effects of any Federal mandate in a proposed or final agency 
rule that may result in the expenditure of $100 million or more (when 
adjusted annually for inflation) in any one year by State, local, and 
tribal governments in the aggregate, or by the private sector. Section 
204(a) of the Act, 2 U.S.C. 1534(a), requires the Federal agency to 
develop an effective process to permit timely input by elected officers 
(or their designees) of State, local, and tribal governments on a 
proposed ``significant intergovernmental mandate.'' A ``significant 
intergovernmental mandate'' under the Act is any provision in a Federal 
agency regulation that will impose an enforceable duty upon State, 
local, and tribal governments in the aggregate of $100 million 
(adjusted annually for inflation) in any one year. Section 203 of the 
Act, 2 U.S.C. 1533, which supplements section 204(a), provides that, 
before establishing any regulatory requirements that might 
significantly or uniquely affect small governments, the agency shall 
have developed a plan, which, among other things, must provide for 
notice to potentially affected small governments, if any, and for a 
meaningful and timely opportunity for these small governments to 
provide input in the development of regulatory proposals.
    This final rule does not contain any Federal intergovernmental or 
private

[[Page 54332]]

sector mandates. Therefore, the requirements of Title II of the 
Unfunded Mandates Reform Act of 1995 do not apply.

Paperwork Reduction Act

    In accordance with the Paperwork Reduction Act of 1980 (Pub. L. 96-
511), there are no requirements for information collection associated 
with this rule.

Conclusion

    In view of the minimal or zero cost of compliance of the rule and 
the enhancements to operational efficiency that do not reduce aviation 
safety, the FAA has determined that the rule will be cost-beneficial.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Amendment

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

PART 71--DESIGNATION OF CLASS A, CLASS B, CLASS C, CLASS 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 Federal 
Aviation Administration Order 7400.9L, Airspace Designations and 
Reporting Points, dated September 2, 2003, and effective September 16, 
2003, is amended as follows:

Paragraph 3000 Subpart B-Class B Airspace.

* * * * *

ASW TX B Houston, TX (Revised)

George Bush Intercontinental Airport (IAH) (Primary Airport)
    (Lat. 29[deg]58'50'' N., long. 95[deg]20'23'' W.)
William P. Hobby Airport (HOU) (Secondary Airport)
    (Lat. 29[deg]38'44'' N., long. 95[deg]16'44'' W.)
Ellington Field (EFD)
    (Lat. 29[deg]36'27'' N., long. 95[deg]09'32'' W.)
Humble VORTAC (IAH)
    (Lat. 29[deg]57'25'' N., long. 95[deg]20'45'' W.)
Point of Origin
    (Lat. 29[deg]39'01'' N., long. 95[deg]16'45'' W.)

Boundaries

    Area A. That airspace extending upward from the surface to and 
including 10,000 feet MSL bounded by a line beginning at the 
intersection of the Humble VORTAC 8-mile DME arc and the 090[deg]
radial; thence clockwise along the Humble VORTAC 8-mile DME arc to 
the Humble VORTAC 069[deg]
radial; thence east along the Humble 
VORTAC 069[deg]
radial to the 10-mile DME arc of Humble VORTAC; 
thence clockwise along the Humble VORTAC 10-mile DME arc to the 
Humble VORTAC 090[deg]
radial; thence west to the point of 
beginning; and that airspace bounded by a line beginning at lat. 
29[deg]45'37'' N., long. 95[deg]21'58'' W.; to lat. 29[deg]45'46'' 
N., long. 95[deg]11'47'' W.; thence clockwise along the 8-mile arc 
from the Point of Origin to intercept the 056[deg]
bearing from the 
point of origin; thence southwest along the 056[deg]
bearing to the 
5.1-mile fix from the point of origin, thence direct to the point of 
origin 131[deg]
bearing/5.8-mile fix from the point of origin; 
thence southeast along the 131[deg]
bearing from the point of origin 
to intercept the 7-mile arc from the point of origin; thence 
clockwise on the 7-mile arc to the 156[deg]
bearing from the point 
of origin; thence north along the 156[deg]
bearing to the 6-mile fix 
from the point of origin; thence clockwise along the 6-mile arc to 
the 211[deg]
bearing from the point of origin; thence south along 
the 211[deg]
bearing from the point of origin to the 8-mile arc from 
the point of origin; thence clockwise to the point of beginning.
    Area B. That airspace extending upward from 2,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at the 
intersection of State Highway 59 (SH 59) and the 15-mile arc from 
the point of origin; thence counterclockwise along the 15-mile arc 
to State Road 6 (SR 6); thence southeast along SR 6 to the 
intersection of SR 6 and Farm Road 521 (FR 521); thence south along 
FR 521 to the intersection of FR 521 and the 15-mile arc from the 
point of origin; thence counterclockwise along the 15-mile arc to 
the 211[deg]
bearing from the point of origin; thence northeast 
along the 211[deg]
bearing to the 10-mile arc from the point of 
origin; thence counterclockwise along the 10-mile arc to the 
156[deg]
bearing from the point of origin; thence southeast along 
the 156[deg]
bearing to the 15-mile arc from the point of origin; 
thence counterclockwise on the 15-mile arc to the intersection of 
the 15-mile arc and Interstate 10 (I-10); thence east on I-10 to the 
intersection of I-10 and the Humble VORTAC 20-mile DME arc; thence 
counterclockwise on the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 058[deg]
radial; thence west to the intersection of the 
Humble VORTAC 15-mile DME arc and Humble VORTAC 048[deg]
radial; 
thence counterclockwise along the Humble VORTAC 15-mile DME arc to 
the intersection of the Humble VORTAC 15-mile DME arc and the Humble 
VORTAC 303[deg]
radial; thence west to the intersection of the 
Humble VORTAC 20-mile DME arc and the Humble VORTAC 293[deg]
radial; 
thence counterclockwise on the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 249[deg]
radial; thence east to the intersection of the 
Humble VORTAC 242[deg]
radial and the Humble VORTAC 15-mile DME arc; 
thence counterclockwise along the Humble VORTAC 15-mile DME arc to 
lat. 29[deg]43'40'' N., long. 95[deg]27'40'' W.; thence southwest 
along SH 59 to the point of beginning, excluding Area A.
    Area C. That airspace extending upward from 3,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at the 
intersection of SH 59 and the Humble VORTAC 20-mile DME arc; thence 
clockwise along the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 249[deg]
radial; thence west to the intersection of the 
Humble VORTAC 30-mile DME arc and the Humble VORTAC 254[deg]
radial; 
thence clockwise on the Humble VORTAC 30-mile DME arc to the 
intersection of the Humble VORTAC 30-mile DME arc and the Humble 
VORTAC 283[deg]
radial; thence east to the intersection of the 
Humble VORTAC 20-mile DME arc and the Humble VORTAC 293[deg]
radial; 
thence clockwise on the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 058[deg]
radial; thence east to the intersection of the 
Humble VORTAC 30-mile DME arc and the Humble VORTAC 067[deg]
radial; 
thence clockwise on the Humble VORTAC 30-mile DME arc to the 
intersection of the Humble VORTAC 30-mile DME arc and the Humble 
VORTAC 096[deg]
radial; thence west to the intersection of the 
Humble VORTAC 20-mile DME arc and the Humble VORTAC 101[deg]
radial; 
thence counterclockwise on the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 058[deg]
radial; thence west to the intersection of the 
Humble VORTAC 15-mile DME arc and the Humble VORTAC 048[deg]
radial; 
thence counterclockwise on the Humble VORTAC 15-mile DME arc to the 
intersection of the Humble VORTAC 15-mile DME arc and the Humble 
VORTAC 303[deg]
radial; thence west to the intersection of the 
Humble VORTAC 20-mile DME arc and the Humble VORTAC 293[deg]
radial; 
thence counterclockwise on the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 249[deg]
radial; thence east to the intersection of the 
Humble VORTAC 15-mile DME arc and the Humble VORTAC 242[deg]
radial; 
thence counterclockwise along the Humble VORTAC 15-mile DME arc to 
lat. 29[deg]43'40'' N., long. 95[deg]27'40'' W.; thence southwest 
along SH 59 to the point of beginning; and that airspace beginning 
at the intersection of the 15-mile arc and the 211[deg]
bearing from 
the point of origin; thence clockwise along the 15-mile arc to the 
intersection of the 15-mile arc and the 254[deg]
bearing from the 
point of origin; thence southwest to the intersection of the 20-mile 
arc and the 248[deg]
bearing from the point of origin; thence 
counterclockwise along the 20-mile arc from the point of origin to 
the intersection of the 20-mile arc and the 211[deg]
bearing from 
the point of origin; thence northeast along the 211[deg]
bearing 
from the point of origin to the intersection of the 10-mile arc and 
the 211[deg]
bearing from the point of origin; thence 
counterclockwise along the 10-mile arc to the intersection of the 
10-mile arc and the 156[deg]
bearing from the point of origin; 
thence southeast along the 156[deg]

[[Page 54333]]

bearing to the 15-mile arc and 156[deg]
bearing from the point of 
origin; thence clockwise along the 15-mile arc from the point of 
origin to the point of beginning.
    Area D. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at the 
intersection of SH 59 and the Humble VORTAC 30-mile DME arc; thence 
clockwise along the Humble VORTAC 30-mile DME arc to the 
intersection of the Humble VORTAC 30-mile DME arc and the Humble 
VORTAC 254[deg]
radial; thence east to the intersection of the 
Humble VORTAC 20-mile DME arc and the Humble VORTAC 249[deg]
radial; 
thence counterclockwise on the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and SH 59; thence 
southwest to and along SH 59 to the intersection of the 15-mile arc 
from the point of origin and SH 59; thence counterclockwise on the 
15-mile arc from the point of origin to the intersection of the 15-
mile arc from the point of origin and the 254[deg]
bearing from the 
point of origin; thence southwest to the intersection of the 20-mile 
arc from the point of origin and the 248[deg]
bearing from the point 
of origin; thence clockwise on the 20-mile arc from the point of 
origin to the intersection of the 20-mile arc from the point of 
origin and SH 59; thence southwest along SH 59 to the point of 
beginning; and that airspace beginning at the intersection of the 
211[deg]
bearing and the 20-mile arc from the point of origin; 
thence northeast to the intersection of the 15-mile arc from the 
point of origin and the 211[deg]
bearing from the point of origin; 
thence counterclockwise on the 15-mile arc from the point of origin 
to the intersection of the 15-mile arc from the point of origin and 
I-10; thence east along I-10 to the intersection of the Humble 
VORTAC 20-mile DME arc and I-10; thence counterclockwise on the 
Humble VORTAC 20-mile DME arc to the intersection of the Humble 
VORTAC 20-mile DME arc and the Humble VORTAC 101[deg]
radial; thence 
east to the intersection of the Humble VORTAC 30-mile DME arc and 
the Humble VORTAC 096[deg]
radial; thence clockwise on the Humble 
VORTAC 30-mile DME arc until the intersection of the Humble VORTAC 
30-mile DME arc and the 20-mile arc from the point of origin; thence 
clockwise on the 20-mile arc from the point of origin to the 
intersection of the 20-mile arc from the point of origin and the 
248[deg]
bearing from the point of origin; thence southwest to the 
intersection of the 25-mile arc from the point of origin and the 
245[deg]
bearing from the point of origin; thence counterclockwise 
on the 25-mile arc from the point of origin to the intersection of 
the 25-mile arc from the point of origin and the 211[deg]
bearing 
from the point of origin; thence northeast on the 211[deg]
bearing 
from the point of origin to the point of beginning; and that 
airspace beginning at the intersection of the Humble VORTAC 20-mile 
DME arc and the Humble VORTAC 293[deg]
radial; thence west to the 
intersection of the Humble VORTAC 30-mile DME arc and the Humble 
VORTAC 283[deg]
radial; thence clockwise along the Humble VORTAC 30-
mile DME arc to the intersection of the Humble VORTAC 30-mile DME 
arc and the Humble VORTAC 067[deg]
radial; thence west to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 058[deg]
radial; thence counterclockwise along the Humble 
VORTAC 20-mile DME arc to the point of beginning.
    Area E. That airspace extending upward from 2,500 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at the 
intersection of the 15-mile arc from the point of origin and SR 6; 
thence southeast along SR 6 to the intersection of SR 6 and FR 521; 
thence south along FR 521 to the intersection of FR 521 and the 15-
mile arc from the point of origin; thence clockwise along the 15-
mile arc from the point of origin to the point of the beginning.
* * * * *

    Issued in Washington, DC, on September 9, 2003.
Reginald C. Matthews,
Manager, Airspace and Rules Division.

BILLING CODE 4910-13-P

[[Page 54334]]
[GRAPHIC]
[TIFF OMITTED]
TR17SE03.012
[[Page 54335]]

[FR Doc. 03-23601 Filed 9-16-03; 8:45 am]
BILLING CODE 4910-13-C

 
 

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