[Federal Register: April 17, 2003 (Volume 68, Number 74)]
[Proposed Rules]
[Page 18910-18915]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr17ap03-21]
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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
Proposed Modification of the Houston Class B Airspace Area; TX
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This action proposes to modify 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 proposing this action to enhance
safety, and improve the management of
[[Page 18911]]
aircraft operations in the Houston 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 June 2, 2003.
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 both docket
numbers, FAA-2003-14402/Airspace Docket No. 01-AWA-4, at the beginning
of your comments.
You may also submit comments on the Internet at http://dms.dot.gov.
You may review the public docket containing the proposal, any comments
received, and any final disposition in person in the Dockets Office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Dockets Office (telephone 1-800-647-5527) is on the plaza
level of the Department of Transportation NASSIF Building at the above
address.
An informal docket may also be examined during normal business
hours at the office of the Regional Air Traffic Division, Federal
Aviation Administration, 2601 Meacham Boulevard, Fort Worth, TX 76193.
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:
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 and be submitted in
triplicate to the address listed above. Commenters wishing the FAA to
acknowledge receipt of their comments on this notice must submit with
those comments a self-addressed, stamped postcard on which the
following statement is made: ``Comments to Docket Nos. FAA-2003-14402/
Airspace Docket No. 01-AWA-4.'' 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
notice 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 Superintendent of Documents Web page at http://www.access.gpo.gov/nara
.
Additionally, any person may also obtain a copy of this notice by
submitting a request to the FAA, Office of Air Traffic Airspace
Management, ATA-400, 800 Independence Avenue, SW., Washington, DC
20591, or by calling (202) 267-8783. Communications must identify both
docket numbers for this notice. Persons interested in being placed on a
mailing list for future NPRM's should call 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
On April 13, 2000, the FAA published a final rule modifying the
Houston, TX, Class B airspace area (65 FR 19826). The modified Class B
airspace area, implemented on June 15, 2000, eliminated references to
the Hobby Very High Frequency Omnidirectional Range/Distance Measuring
Equipment (VOR/DME) as the point of origin and made the new point of
origin the current geographical location of the Hobby VOR.
The Houston terminal area has experienced a significant growth in
aircraft operations in the last 10 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 has
developed the proposed modifications to the Houston Class B airspace
area.
Public Input
In June 2002, an ad hoc committee was formed to provide comments
and recommendations regarding the planned modifications to the Houston
Class B airspace area. Details were provided to the ad hoc committee
regarding planned airspace changes required to conduct triple
simultaneous approaches to IAH using the new Runway 8L/26R and the need
to adjust the flow of aircraft operations at HOU. The Aircraft Owners
and Pilots Association (AOPA) participated in the ad hoc committee and
suggested developing visual flight rule (VFR) flyways to help pilots
transition the Houston terminal area while remaining clear of the
Houston Class B airspace area. Additionally, AOPA suggested the FAA
solicit input from representatives from the military, Weiser Airpark,
and West Houston Airport. These groups and numerous other user groups
were contacted for their input and the suggestion to include VFR
flyways was incorporated into a presentation for public meetings.
Additionally, AOPA's flyway comment will be addressed later in this
document.
As announced in the FAA Southwest Region Airspace Branch letter to
Airmen 02-02, three pre-NPRM informal airspace meetings were held on
October 15 at Fletcher Aviation on HOU; October 16 at North Harris
College; and October 22 at West Houston Airport. These meetings allowed
interested airspace users an opportunity to present their views and
offer suggestions regarding the planned modifications to the Houston
Class B airspace area. All comments received during the informal
airspace meetings and the subsequent comment period were considered in
developing this proposal.
Analysis of Comments Received
Twelve commenters expressed a concern that the planned expansion of
Area B and Area C of the Class B airspace area would compress general
aviation traffic into lower altitudes, or would cause general aviation
aircraft to fly further east or west of IAH to remain clear of the
Class B airspace. The FAA partially agrees with these comments. To
remain clear of the Houston Class B airspace area, aircraft would have
to fly at lower altitudes or fly further east or west of IAH; however,
this is necessary to separate them from large turbine-powered aircraft
conducting instrument approaches within the Houston Class B airspace
area. Aircraft conducting simultaneous, parallel approaches may
[[Page 18912]]
not be assigned the same altitude during turn-on to the final approach
course. Therefore, each aircraft being turned on to the triple,
simultaneous final approach courses will be assigned altitudes that
differ by a minimum of 1,000 feet. In order to accommodate increased
aircraft operations, the Houston Class B airspace area must be modified
to provide additional altitudes in the lower stratum to the east and
west of IAH.
Six commenters stated that aircraft from satellite airports west of
Houston would have to travel significantly further than they presently
do to get to practice areas. The FAA does not agree with these
commenters. The FAA estimates that these aircraft would only have to
fly approximately five additional nautical miles (NM) to remain clear
of the Houston Class B airspace area. The planned modifications should
not significantly increase the cost to pilots who wish to conduct
practice maneuvers clear of the planned areas of the Houston Class B
airspace area.
Four commenters stated that the FAA should use additional prominent
landmarks instead of radials to describe the boundaries of the Class B
airspace area. Specifically, it was suggested that the west boundary of
Area C (southwest of HOU) could be described by using Highway 59
instead of radials and DME's from the Point Of Origin at HOU. This
suggestion would increase the size of the Houston Class B airspace area
approximately three NM and overlie the Sugar Land Airport Class D
airspace area to the southeast. After consideration by FAA and users in
the Sugar Land area, it was determined that additional restrictions to
users would be created with minimal benefit. Additionally, the
availability of prominent landmarks in the Houston Class B airspace
area is minimal. Therefore, this suggestion is not being incorporated
into the proposal. The current and planned boundary descriptions
consist of a combination of prominent landmarks, latitude/longitude
coordinates, and radials/arcs from the Humble VORTAC and the Point of
Origin. The FAA believes that this mix of descriptors effectively
assists pilots in identifying the lateral boundaries of the Houston
Class B airspace area.
One commenter recommended that the FAA establish a VFR corridor
directly above IAH to aid VFR aircraft transiting the Houston area. The
FAA does not agree with the recommendation to establish a VFR corridor.
The establishment of a corridor would reduce the efficiency of managing
aircraft operations in the Houston Class B airspace area. The airspace
over and between IAH and HOU is the busiest area due to aircraft
departing and arriving IAH and HOU. Adding additional complexity to
this area would not be in the best interest of safety or management of
aircraft operations.
One commenter suggested developing north-south VFR flyways to the
east and west of IAH to help pilots transition the Houston terminal
area while remaining clear of the Houston Class B airspace area. Since
the inception of the Houston Class B airspace area, several low
altitude VFR transition routes have been published on the reverse side
of the Houston VFR terminal area chart to assist pilots.
Four commenters expressed concern with the planned VFR flyway west
of the airport because the area is already heavily traveled by VFR
aircraft arriving and departing the busy west satellite airports. These
commenters felt that the flyway would encourage pilots to fly in an
already congested area and would not enhance safety or expedite travel.
The FAA has withdrawn its plan for a north-south VFR flyway to the west
of IAH. If the proposed modifications are implemented, most of the
existing flyways remain the same except for adjustments to the
suggested altitudes in Area C and Area D, to the east and west of IAH.
Notwithstanding the proposed modifications in this notice, we will
continue to work with affected users to develop new and/or modify
current flyways to assist in navigating in this busy terminal area.
The Proposal
The FAA is proposing an amendment to part 71 of the Federal
Aviation Regulations (14 CFR part 71) to modify the Houston Class B
airspace area. Specifically, this action (depicted in the attached
chart) proposes to expand the lateral limits of Area A to the east of
IAH; expand the lateral limits of Area B to the east and west of IAH;
expand the lateral limits of Area C to the east and west of IAH and to
the southwest of HOU; and expand 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. The FAA proposes to modify Area A by expanding the boundary
of Area A to the northeast of IAH. This modification would incorporate
into Area A, one segment of the Class B airspace that is currently
contained within Area B. Specifically, to the northeast of IAH, the FAA
proposes to extend Area A to the north incorporating that part of Area
B airspace that lies to the east on the extended instrument landing
system (ILS) localizer course for Runway 26R, between the IAH 8 and 10
NM arcs. The effect of extending Area A as described would be to lower
the floor of the Class B airspace in the affected segment from the
current 2,000 feet mean sea level (MSL) to the surface. The reason for
this change is to provide additional airspace needed to ensure that
aircraft on the ILS approach to Runway 26R are contained within the
Houston Class B airspace area.
Area B. The FAA proposes to modify Area B to the east and west of
IAH. This modification would incorporate into Area B, two segments of
the Class B airspace that are currently contained within Area C.
Specifically, to the east of IAH, the FAA proposes to extend Area B to
the east incorporating that part of Area C airspace that lies to the
east on the extended ILS localizer course and downwind legs for Runway
26R, 26L, and 27, between the IAH 15 and 20 NM arcs. To the west of
IAH, the FAA proposes to extend Area B to the west incorporating that
part of Area C airspace that lies west on the extended ILS localizer
course and downwind legs for Runway 8L, 8R, and 9, between the IAH 15
and 20 NM arcs. The effect of extending Area B as described would be to
lower the floor of the Class B airspace in the affected segments from
the current 3,000 feet MSL to 2,000 feet MSL. The reason for this
change is to provide additional airspace needed to ensure that aircraft
vectored for triple, simultaneous ILS approaches (with the required
1,000 feet vertical separation between aircraft) remain within the
Houston Class B airspace area.
Area C. The FAA proposes to modify Area C to the east and west of
IAH. This modification would incorporate into Area C, two segments of
the Class B airspace that are currently contained within Area D.
Specifically, to the east of IAH, the FAA proposes to extend Area C to
the east incorporating that part of Area D airspace that lies to the
east on the extended ILS localizer course and downwind legs for Runway
26R, 26L, and 27, between the IAH 20 and 30 NM arcs. To the west of
IAH, the FAA proposes to extend Area C to the west incorporating that
part of Area D airspace that lies to the west 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. The effect of extending Area
C as described would be to lower the floor of the Class B airspace in
the affected segments from the current 4,000
[[Page 18913]]
feet MSL to 3,000 feet MSL. The reason for this change is to provide
additional airspace needed to ensure that aircraft vectored for triple,
simultaneous ILS approaches (with the required 1,000 feet vertical
separation between aircraft) remain within the Houston Class B airspace
area. The FAA also proposes to modify Area C 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, to the southwest of
HOU, the FAA proposes to extend Area C to the southwest incorporating
that part of Area D airspace that lies to the southwest on the extended
ILS localizer course and downwind legs for Runway 4, between the IAH 15
and 20 NM arcs. The effect of extending Area C as described would be to
lower the floor of the Class B airspace in the affected segment from
the current 4,000 feet MSL to 3,000 feet MSL. The reason for this
change is to provide additional airspace needed to ensure that aircraft
vectored for the ILS Runway 4 approach remain within the Houston Class
B airspace area.
Area D. The FAA proposes to modify Area D by expanding the
boundaries of Area D to the southwest of HOU. This modification would
add a segment to the Class B airspace. Specifically, the FAA proposes
to extend Area D to the southwest of HOU incorporating airspace that
lies to the southwest on the extended ILS localizer course and downwind
legs for Runway 4, between the IAH 20 and 25 NM arcs. The effect of
extending Area D as described would be to add a segment to the Class B
airspace from 4,000 feet MSL to 10,000 feet MSL. The reason for this
change is to provide additional airspace needed to ensure that aircraft
vectored for the ILS Runway 4 approach remain within the Houston Class
B airspace area.
Area E. The FAA is not proposing any changes to the lateral
dimensions of Area E.
These modifications would 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 proposed 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 7400.9K, Airspace Designations and reporting Points,
dated August 30, 2002, and effective September 16, 2002, 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 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
proposed rule: (1) Would 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) would not have a significant impact on a substantial number of
small entities; (4) would not constitute a barrier to international
trade; and (5) would 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 NPRM would modify the Houston, TX, Class B airspace. The
proposed rule would reconfigure the subarea boundaries, raise the
altitude ceiling in certain segments of the airspace and lower the
altitude floor in certain segments.
The NPRM would generate benefits for system users and the FAA in
the form of enhanced operational efficiency and simplified navigation
in the Houston terminal area. These modifications would 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 proposed rule would be cost-beneficial.
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 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 proposed rule may impose some circumnavigation costs on
individuals operating in the Houston terminal area; but the proposed
rule would 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 proposed rule. Accordingly,
pursuant to the Regulatory Flexibility Act, 5 U.S.C. 605(b), the
Federal Aviation Administration certifies this 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.
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
[[Page 18914]]
international standards and where appropriate, that they be the basis
for U.S. standards.
The proposed 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 would 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 proposed rule does not contain any Federal intergovernmental
or private 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 proposed rule.
Conclusion
In view of the minimal or zero cost of compliance of the proposed
rule and the enhancements to operational efficiency that do not reduce
aviation safety, the FAA has determined that 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, CLASS B, CLASS C, CLASS D, AND
CLASS E AIRSPACE AREAS; AIRWAYS; 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 7400.9H, Airspace Designations and
Reporting Points, dated August 30, 2002, and effective September 16,
2002, 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 048[deg] radial; thence east along the Humble
VORTAC 048[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-NM 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
[[Page 18915]]
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] 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 April 10, 2003.
Reginald C. Matthews,
Manager, Airspace and Rules Division.
[FR Doc. 03-9504 Filed 4-16-03; 8:45 am]
BILLING CODE 4910-13-P