[Federal Register Volume 60, Number 95 (Wednesday, May 17, 1995)]
[Rules and Regulations]
[Pages 26594-26598]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-11925]



      

[[Page 26593]]

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Part V





Department of Transportation





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Federal Aviation Administration



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14 CFR Part 71



Alteration of the Charlotte Class B Airspace Area; NC; Final Rule

  Federal Register / Vol. 60, No. 95 / Wednesday, May 17, 1995 / Rules 
and Regulations   
[[Page 26594]] 

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 92-AWA-6]
RIN 2120-AF02


Alteration of the Charlotte Class B Airspace Area; North Carolina

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This rule alters the Charlotte, NC, Class B airspace area. The 
designated lateral and vertical limits of the Charlotte Class B 
airspace area will continue as they currently exist--a 30-mile radius 
of Charlotte/Douglas International Airport from the surface or higher 
to and including 10,000 feet mean sea level (MSL). Some lower vertical 
limits will change. Several of the subareas in the Class B airspace 
area are altered and redefined to improve the flow of aviation traffic 
and enhance safety in the Charlotte area while accommodating the 
concerns of airspace users.

EFFECTIVE DATE: 0701 UTC July 20, 1995.

FOR FURTHER INFORMATION CONTACT:
Patricia P. Crawford, Airspace and Obstruction Evaluation Branch (ATP-
240), Airspace-Rules and Aeronautical Information Division, Air Traffic 
Rules and Procedures Service, Federal Aviation Administration, 800 
Independence Avenue, SW., Washington, DC 20591; Telephone: (202) 267-
9255.

SUPPLEMENTARY INFORMATION: 

Background

    Airspace reclassification, effective September 16, 1993, 
discontinued the use of the term ``Terminal Control Area'' (TCA) and 
replaced it with the designation ``Class B Airspace.'' This change in 
terminology is reflected in this rule. On May 21, 1970, the FAA 
published Amendment No. 91-78 to part 91 of Title 14 Code of Federal 
Regulations (CFR) that provided for the establishment of Class B 
airspace areas (35 FR 7782).
    The Class B airspace area program was developed to reduce the 
midair collision potential in the congested airspace surrounding 
airports with high density air traffic by providing an area in which 
all aircraft will be subject to certain operating rules and equipment 
requirements. The density of traffic and the type of operations being 
conducted in the airspace surrounding major terminals increase the 
probability of midair collisions. In 1970, an extensive study found 
that the majority of midair collisions occurred between a general 
aviation (GA) aircraft and an air carrier, military, or another GA 
aircraft. The basic causal factor common to these conflicts was the mix 
of uncontrolled aircraft operating under visual flight rules (VFR) and 
controlled aircraft operating under instrument flight rules (IFR). The 
establishment of Class B airspace areas provides a method to 
accommodate the increasing number of IFR and VFR operations. The 
regulatory requirements of Class B airspace afford the greatest 
protection for the greatest number of people by providing Air Traffic 
Control (ATC) with an increased capability to provide aircraft 
separation service, thereby minimizing the mix of controlled and 
uncontrolled aircraft. To date, the FAA has established a total of 29 
Class B airspace areas.
    On June 21, 1988, the FAA published a final rule which required 
aircraft to have Mode C equipment when operating within 30 nautical 
miles of any designated Class B airspace area primary airport from the 
surface up to 10,000 feet MSL, excluding those aircraft not 
certificated with an engine-driven electrical system, balloons, or 
gliders (53 FR 23356).

User Group Participation

    The alterations adopted by this rule are based on the FAA's 
analysis of the airspace, a review of the written comments submitted to 
the docket, and oral comments made by members of the aviation community 
in public hearings. The proposed changes to the Charlotte Class B 
airspace area were published in a Notice of Proposed Rulemaking (NPRM) 
on March 2, 1994 (59 FR 10040).
Discussions of Comments

    The FAA received 10 written comments regarding the proposed 
alteration of the Charlotte Class B airspace area. The FAA has 
determined that alterations to the Charlotte Class B airspace area, as 
contained herein, will promote the safe and efficient use of airspace 
and will meet users concerns. Some of the comments addressed subject 
areas that were not relevant to this rulemaking; therefore, these 
comments will not be discussed.

Summarization of Comments By Subject Matter

    (1) One commenter, a private/business pilot, wrote concerning the 
incremental cost for transient aircraft circumnavigating the Charlotte 
Class B airspace area. The pilot suggested that the FAA was not 
realistic in estimating the cost imposed on the flying public when 
proposing to expand the area.
    This alteration involves minimal expansion of the existing 
Charlotte Class B airspace area, and the cost to the flying public is 
expected to be negligible. To further address the concerns of pilots 
utilizing the Charlotte Class B airspace area, the FAA coordinated with 
the local airspace users to develop the Charlotte Visual Flight Rules 
(VFR) Flyway Planning Chart. The initial edition of the Charlotte VFR 
Flyway Planning Chart will be published coincidental with this rule 
action.
    (2) The FAA received comments and recommendations from the Aircraft 
Owners and Pilots Association (AOPA), Air Transport Association (ATA), 
Experimental Aircraft Association (EAA), Soaring Society of America, 
Inc. (SSA), JAARS Inc., and other aviation-related businesses and 
pilots as summarized below:
    Commenters suggested that the ceiling of the Charlotte Class B 
airspace area be lowered to 8,000 feet MSL in lieu of the existing 
10,000 feet MSL. EAA wrote, that contrary to FAA's response in NPRM, 
lowering the ceiling would not cause VFR aircraft to conflict with IFR 
aircraft transitioning on Victor airway 37. Furthermore, EAA stated 
that separation standards could be achieved because VFR aircraft would 
be 500 feet MSL above or below the IFR aircraft. AOPA alleged that the 
FAA's decision to maintain the ceiling at 10,000 feet MSL is 
``blatantly discriminatory towards GA.'' In AOPA's opinion, VFR GA 
aircraft can not get clearances into the Class B airspace area; rather, 
they are routed on airways around this airspace increasing both the 
cost and time of the flight. AOPA further states, that it is also 
apparent that the FAA's decision to retain the 10,000 foot ceiling did 
not consider the Traffic Alert and Collision Avoidance System (TCAS) 
requirements for airlines or the transponder/Mode C requirement for GA. 
One commenter suggested that there was no rational basis for a ceiling 
of 10,000 MSL for the airspace.
    The FAA can not adopt this recommendation to lower the ceiling of 
the Charlotte Class B airspace area. The impact of lowering the ceiling 
of the Charlotte Class B airspace area to 8,000 feet MSL would be to 
reduce safety in the area between 8,000 feet MSL and 10,000 feet MSL. 
Within a 20-mile radius of the Charlotte/Douglas International Airport 
the airspace between 7,000 feet MSL and 10,000 feet MSL is frequently 
utilized by large numbers of high performance turbojet and turboprop 
aircraft. Arrivals and [[Page 26595]] departures of these aircraft 
average 100+ per hour and must be combined with an increasing number of 
overflights. During the 12-month period, June 25, 1993, to June 24, 
1994, the FAA recorded 30,000 IFR and 31,000 VFR overflights with 
monthly highs of 3,000 and 2,800, respectively, operating in the 
airspace between 7,000 and 10,000 feet MSL.
    During the preliminary phase of this rulemaking the FAA explored 
several options before considering an alteration to the Charlotte Class 
B airspace area. The FAA concluded that the existing airspace area is 
not sufficient to manage the peak volumes of IFR operations experienced 
in today or in the future. Without this alteration, changes to the 
existing procedures and significant limitations on the volume of air 
traffic facilities would be required to support all aircraft. The 
alternatives to modifying the airspace would have a negative impact on 
the air traffic system by forcing other facilities to routinely hold 
aircraft on the ground. Disrupted schedules and additional financial 
burdens would then be placed on the airspace users. Consequently, the 
FAA has determined to alter the Charlotte Class B airspace area as 
provided in this document to improve the flow of aviation traffic and 
enhance safety.
    (3) Comments objecting to the lowering of the floor of Area C to 
3,600 and Area D to 4,600 feet MSL from 6,000 feet MSL between 20- to 
25-miles north and south of the airport were received. AOPA and EAA 
stated that it was practical for ATC to keep commercial jets higher 
then 3,600 feet MSL during descent 25 miles from the airport.
    The FAA does not concur with this option. ATC procedures at the 
airport routinely require that aircraft be sequenced on the final 
approach courses at and beyond 20 miles. Lowering the Charlotte Class B 
airspace floor permits turn-on for the simultaneous instrument landing 
system (ILS) and/or visual approach at 3,600 feet MSL and 4,600 feet 
MSL between 20 and 25 miles. The FAA has determined that the 
requirement to intercept a precision approach at or below the 
glideslope cannot be met without lowering the floor of Areas C and D. 
Ensuring separation within the 20- to 25-mile arc area of the 
Charlotte/Douglas International Airport at 3,600 feet MSL and 4,600 
feet MSL enhances the safety of flight operating in this area 
regardless of weather conditions.
    (4) One commenter objected to lowering the floor in Area E from 
8,000 feet MSL to 6,000 feet MSL between 25 to 30 nautical miles from 
the airport. Aircraft executing approaches and transitioning through 
Areas C and D, at 3,600 and 4,600 feet MSL respectively, must utilize 
Area E. Retaining the floor Area E at 8,000 feet MSL causes aircraft to 
fly a circuitous route to the final approach course or descend below 
the floor of the Class B airspace area. The FAA has determined that 
lowering the floor to 6,000 feet MSL in Area E enhances safety.
    (5) One commenter wrote with objections to the proposed design 
alteration of the Charlotte Class B airspace area. In this pilot's 
opinion, the present airspace ``dart board'' design and navigation is 
simple and straight forward. Currently, the Charlotte Class B airspace 
area has very high frequency omnidirectional range and distance 
measuring equipment (VOR/DME) that is easy to identify and consistent 
with the arrival corridors outlined in the Charlotte/Douglas 
International Airport standard terminal arrival routes. The commenter 
said that the new design could only serve to confuse pilots operating 
in that area.
    The FAA made an effort to modify the Charlotte Class B airspace 
area to accommodate all airspace users. This site-specific design was 
developed by a working group, consisting of local pilots and airport 
operators. The FAA has determined that this rule will best accommodate 
the concerns of airspace users and enhance safety.
    (6) Comments were received from EAA and the SSA (on behalf of the 
members of the Chester Soaring Association). The commenters opposed 
lowering the floor in the southern half of the area between 20- to 25-
miles in the vicinity of the Chester, SC, airport, lowering the floor 
of the southwest arrival/departure corridors to 6,000 feet MSL, and 
adding certain triangular shaped areas to the Class B airspace area 
adjacent to the arrival and departure corridors on the southwest and 
southeast. These commenters suggested that the Class B airspace area 
not be amended until actual air traffic growth warrants further change.
    The FAA accommodates the glider operations, through a letter of 
agreement (LOA), as air traffic conditions permit. The FAA has 
determined that this rule will accommodate the concerns of glider users 
in a safe and efficient manner. The FAA has found that Charlotte/
Douglas International Airport and the associated Class B airspace area 
has experienced an average of 3\1/2\ per cent increase in operations 
during the past 5 years. The FAA has determined that the growth in air 
traffic operations coupled with the changing needs of the airspace 
users warrant the modifications to the Class B airspace area set out in 
this rule.
    (7) ATA and ALPA submitted comments in support of the alteration to 
the Charlotte Class B airspace area as proposed.

The Rule

    This amendment to part 71 of the Federal Aviation Regulations (14 
CFR part 71) modifies Class B airspace area around Charlotte/Douglass 
International Airport. The upper limits of the Charlotte Class B 
Airspace area remain at 10,000 feet MSL, however, the subareas within 
the area are modified. The surface area, Area A, is reduced to a 7-
nautical mile radius from an 11-nautical mile radius of the Charlotte/
Douglas International Airport. Modifying Area A enhances the 
utilization of the airspace for east-west VFR traffic while providing 
maximum separation between IFR and VFR traffic. Area B is established 
between the 7 to 11-nautical mile radius of the airport, to include 
that airspace from 1,800 feet MSL to but not including 10,000 feet MSL. 
Area C and Area D are altered extending north and south of the airport, 
between the 11 to 25-nautical mile radius, and including that airspace 
from 3,600 and 4,600 feet MSL to but not including 10,000 feet MSL. 
Areas C and D are designated to accurately reflect the needs of ATC, to 
support operations for simultaneous ILS and/or visual approach, and to 
meet the requirement to intercept the precision approach at or below 
the glideslope. Both Areas E, between the 25 to 30-nautical mile 
radius, are modified to lower their floors from 8,000 feet MSL to 6,000 
feet MSL, to align aircraft on the final approach course and contain 
aircraft operations within the Class B airspace area. The alteration of 
the Charlotte Class B airspace area is depicted in the attached chart.
    Class B airspace designations are published in Paragraph 3000 of 
FAA Order 7400.9B, dated July 18, 1994, and effective September 16, 
1994, which is incorporated by reference in 14 CFR 71.1. The Class B 
airspace area listed in this airspace alteration will be published 
subsequently in the Order. The coordinates for this airspace docket are 
based on North American Datum 83.

Regulatory Evaluation

    This section summarizes the regulatory evaluation prepared by the 
FAA on the proposed amendments to 14 CFR part 71--to alter the 
Charlotte Class B Airspace. This summary and the full regulatory 
evaluation quantify, to the extent practicable, estimated costs to the 
private sector, consumers, and Federal, State, and local governments as 
well as anticipated benefits. [[Page 26596]] 
    The FAA has determined that this rulemaking is not ``a significant 
rulemaking action'', as defined by Executive Order 12866 (Regulatory 
Planning and Review). The anticipated costs and benefits associated 
with this final rule are summarized below (A detailed discussion of 
costs and benefits is contained in the full evaluation in the docket 
for this final rule.).
    Operational requirements require that the Class B Airspace area be 
lowered at 20 and 25 nautical miles from the Charlotte/Douglas 
International Airport (CLT) to more easily accommodate large turbine-
powered aircraft operating in the Class B Airspace area.
    The modifications to the Charlotte Class B Airspace area are the 
result of a study conducted by the FAA. The airspace design reflects 
user feedback and information obtained during Informal Airspace 
Meetings held June 17 and 18, 1992, at the North Carolina Air National 
Guard Facility at Charlotte Douglas International Airport.

Cost Analysis

    The final rule will impose little or no administrative costs to the 
FAA. Additional personnel and equipment are not needed to implement 
this rule. The FAA's controller workforce will be trained in the 
aspects and procedures of the Class B Airspace area during regularly 
scheduled briefing sessions at no additional costs to the FAA.
    The Charlotte Terminal Area Chart will require revision to 
incorporate the addition of a VFR Flyway Planning Chart that 
facilitates entry into and flight around the Class B Airspace. The FAA 
will publish the initial Charlotte VFR Flyway Planning Chart 
coincidental with this rulemaking action, and will continue to 
incorporate these changes as the terminal area chart is routinely 
updated. These changes are considered part of the ordinary cost of 
chart revision, and therefore, the FAA will incur no additional costs. 
Because pilots should use current charts, they will not incur any 
additional costs either; as the charts become obsolete, pilots will 
replace them with charts that depict the modified Class B Airspace.
    The final rule will impose little costs to VFR users for several 
reasons. The FAA expects that Lincolnton, Jaars/Townsend, and Lake 
Norman airports will be the only public airports affected by the lower 
floor. To the north of Charlotte, the Class B Airspace area floor will 
change from 6,000 feet MSL to 4,600 feet MSL (over Lincolnton) and will 
create a 6,000 foot MSL floor over Lake Norman. To the south of 
Charlotte, the Jaars/Townsend airport will be affected by the floor of 
the Class B Airspace area changing from 6,000 feet MSL to 3,600 feet 
MSL. Pilots currently using this affected airspace may choose to avoid 
or remain outside of Class B Airspace area by flying below the area 
floors or circumnavigating the Class B Airspace area. Alternatively, 
they may choose to participate in the Charlotte Class B Airspace area. 
Those choosing to avoid the Class B Airspace area by circumnavigation 
will incur circumnavigation costs, but the added time and cost to 
circumnavigate is expected to be minimal. Those pilots who continue to 
operate in this airspace by participating in the Charlotte Class B 
Airspace area will be required to contact ATC and follow the 
operational rules requirements of a Class B Airspace area.
    Those aircraft operators who wish to avoid the Class B Airspace 
area face potential circumnavigation costs in those areas where the 
floor will be lowered north and south of the airport. However, this 
impact is expected to be offset by those general aviation aircraft that 
will benefit by the reduced surface area of the Class B Airspace area 
and the raised floor of the Class B Airspace area east and west of the 
airport. Therefore, the net total cost impact is expected to be 
negligible.
    Finally, glider operations will continue to be accommodated by the 
LOA as air traffic conditions permit. These procedures will accommodate 
the concerns of all airspace users in a safe and efficient manner.

Benefit Analysis

    This rule is expected to enhance safety by reducing the risk of 
midair collisions by increasing the area of Class B airspace around 
Charlotte, North Carolina.
    Due to the proactive nature of these changes, the potential safety 
benefits are difficult to quantify in monetary terms. Aircraft 
operations within the present configuration of the Charlotte Class B 
Airspace area have increased since the initial Class B Airspace area 
was established. A greater number and mix of high performance aircraft 
and other aircraft of varying performance characteristics now utilize 
this airspace. Additionally, the number of these aircraft and those 
operations are expected to increase in the future.
    Fortunately, there have been no midair collisions within the 
Charlotte Class B Airspace. Without the experience of an actual midair 
collision, estimating the probability of a potential occurrence in the 
absence of this rule cannot be reliably determined. Due to the project 
increase in air traffic, there is a potential safety problem. Without 
this rule, aviation safety in the Charlotte area will be adversely 
affected.

Comparison of Costs and Benefits

    The precise reduction in the risk of a midair collision avoided by 
this rule and its monetary values cannot be estimated at the present 
time. However, system efficiency will be improved and safety enhanced. 
In view of the negligible costs of the final rule, coupled with 
benefits in the form of enhanced safety and system efficiency to all 
aircraft operators, the FAA has determined this rule will be cost-
beneficial. As noted above, a regulatory evaluation of this rule, 
including a Regulatory Flexibility Determination, has been placed in 
the docket.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) ensures that small 
entities are not unnecessarily and disproportionately burdened by 
Government regulations. The RFA requires agencies to review rules that 
may have a significant economic impact on a substantial number of small 
entities.
    The small entities that the final rule could potentially affect are 
unscheduled operators of aircraft for hire owning nine or fewer 
aircraft. These unscheduled air taxi operators will be affected only 
when they are not operating under VFR. Since these operators fly 
regularly into airports with established radar approach control 
services, the FAA believes that unscheduled air taxi operators are 
already equipped to fly IFR. Because they will fly IFR instead of VFR, 
the proposed rule will not have a significant economic impact on any of 
them.

International Trade Impact Assessment

    The final rule will neither have an effect on the sale of foreign 
aviation products or services in the United States, nor will it have an 
effect on the sale of U.S. products or services in foreign countries. 
This is because the proposed rule will neither impose costs on aircraft 
operators nor on U.S. or foreign aircraft manufactures.

Federalism Implications

    Thr regulations proposed herein will not have substantial direct 
effects on the states, on the relationship between the national 
government and the states, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, in 
accordance with Executive Order 12612, it is determined that this final 
rule will not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment. [[Page 26597]] 

International Civil Aviation Organization and Joint Aviation 
Regulations

    In keeping with the U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with ICAO 
Standards and Practices to the maximum extent practicable. The FAA has 
determined that this rule will not conflict with any international 
agreements of the United States.

Paperwork Reduction Act

    This proposed rule contains no information collection requests 
requiring approval of the Office of Management and Budget pursuant to 
the Paperwork Reduction Act (44 U.S.C. 3507 et seq.).

Conclusion

    For the reasons discussed in the preamble, and based on the 
findings in the Regulatory Flexibility Determination and the 
International Trade Impact Analysis, the FAA has determined that this 
regulation is not a ``significant regulatory action'' under Executive 
Order 12866. In addition, the FAA certifies that this regulation will 
not have a significant economic impact, positive or negative, on a 
substantial number of small entities under the criteria of the 
Regulatory Flexibility Act. This proposal is not considered significant 
under DOT Order 2100.5, Policies and Procedures for Simplification, 
Analysis, and Review of Regulations. This rule is cost effective as 
evidenced by the cost/benefits review statement, included in this Final 
Rule.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

Adoption of the Amendment

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

PART 71--[AMENDED]

    1. The authority citation for 14 CFR part 71 continues to read as 
follows:

    Authority: 49 U.S.C. app. 1348(a), 1354(a), 1510; E.O. 10854, 24 
FR 9565, 3 CFR, 1959-1963 Comp.; p. 389; 49 U.S.C. 106(g); 14 CFR 
11.69.


Sec. 71.1  [Amended]

    2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9B, Airspace Designations and 
Reporting Points, dated July 18, 1994, and effective September 16, 
1994, is amended as follows:

Paragraph 3000--Subpart B-Class B Airspace

* * * * *
ASO NC B Charlotte, NC [Revised]

Charlotte/Douglas International Airport (Primary Airport)
    (Lat. 35 deg.12'52'' N., long. 80 deg.56'36'' W.).
Charlotte/Douglas VOR/DME
    (Lat. 35 deg.11'25'' N., long. 80 deg.56'06'' W.).
Gastonia Airport
    (Lat. 35 deg.12'01'' N., long. 81 deg.09'00'' W.).

    Area A. That airspace extending upward from the surface to and 
including 10,000 feet MSL within a 7-mile radius of the Charlotte 
VOR/DME.
    Area B. That airspace extending upward from 1,800 feet MSL to 
and including 10,000 feet MSL between the 7- and 11-mile radius of 
the Charlotte VOR/DME, excluding that airspace within a 2-mile 
radius of the Gastonia Airport.
    Area C. That airspace extending upward from 3,600 feet MSL to 
and including 10,000 feet MSL between the 11- and 25-mile radius of 
the Charlotte VOR/DME, including that airspace within a 2-mile 
radius of the Gastonia Airport, excluding that airspace within and 
below Areas D, E, and F hereinafter described.
    Area D. That airspace extending upward from 4,600 feet MSL to 
and including 10,000 feet MSL between the 20- and 25-mile radius 
northwest of the Charlotte VOR/DME, bounded on the west by U.S. 
Highway 321, and bounded on the east by the Marshall Steam Plant 
Rail Spur; and that airspace between the 20- and 25-mile radius 
southwest of the Charlotte VOR/DME, bounded on the east by U.S. 
Highway 21, and bounded on the west by a line due south from the 
Charlotte VOR/DME 218 deg. radial 20-mile fix to the intersection of 
the 25-mile arc.
    Area E. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL beginning at lat. 35 deg.36'30'' N., 
long. 80 deg.57'45'' W., extending counterclockwise on the 25-mile 
arc of the Charlotte VOR/DME to U.S. Highway 321, thence south on 
U.S. Highway 321 until intercepting the 20-mile arc southwest of the 
Charlotte VOR/DME, thence counterclockwise on the 20-mile arc to the 
218 deg. radial of the Charlotte VOR/DME thence due south to the 
intersection of the 25-mile arc of the Charlotte VOR/DME, thence due 
west until intercepting the 218 deg. radial of the Charlotte VOR/
DME, thence southwest on the 218 deg. radial to the 30-mile fix, 
thence clockwise on the 30-mile arc to the 328 deg. radial of the 
Charlotte VOR/DME, thence direct to the point of beginning, 
excluding that airspace between the 20- and 30-mile radius of the 
Charlotte VOR/DME between the 242 deg. radial of the Charlotte VOR/
DME clockwise to the 293 deg. radial; and that airspace beginning at 
lat. 35 deg.36'30'' N., long. 80 deg.57'45'' W., extending clockwise 
on the 25-mile arc of the Charlotte VOR/DME to long 80 deg.46'00'' 
W., thence due south to the 20-mile arc northeast of the Charlotte 
VOR/DME, thence clockwise on the 20-mile arc to the 081 deg. radial 
of the Charlotte VOR/DME, thence west along the 081 deg. radial of 
the Charlotte VOR/DME, thence west along the 081 deg. radial to the 
11-mile fix from the Charlotte VOR/DME, thence direct to the 
Charlotte VOR/DME 147 deg. radial 25-mile fix, thence clockwise on 
the 25-mile arc to the intersection of U.S. Highway 21, thence 
direct to the Charlotte VOR/DME 147 deg. radial 30-mile fix, thence 
counterclockwise on the 30-mile arc to the Charlotte VOR/DME 
025 deg. radial, thence direct to the point of beginning, excluding 
that airspace east of U.S. Highway 601 between the Charlotte VOR/DME 
062 deg. radial clockwise to the 120 deg. radial.
    Area F. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL between the 20- and 25-mile radius of 
the Charlotte VOR/DME from the 242 deg. radial clockwise to the 
293 deg. radial of the Charlotte VOR/DME; and that airspace between 
the 20- and 25-mile radius from the Charlotte VOR/DME between the 
062 deg. radial of the Charlotte VOR/DME clockwise to the 120 deg. 
radial and seat of U.S. Highway 601.
* * * * *
    Issued in Washington, DC, on May 5, 1995.
Harold W. Becker,
Manager, Airspace-Rules and Aeronautical Information Division.

    Note: This appendix will not appear in the Code of Federal 
Regulations.

    Appendix ________ Charlotte, North Carolina, Class B Airspace.
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[FR Doc. 95-11925 Filed 5-16-95; 8:45 am]
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