[Federal Register Volume 64, Number 150 (Thursday, August 5, 1999)]
[Rules and Regulations]
[Pages 42585-42590]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-20022]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Airspace Docket No. 95-AWA-4]
RIN 2120-AA66
Modification of the Orlando Class B Airspace Area, Orlando, FL;
and Modification of the Orlando Sanford Airport Class D Airspace Area,
Sanford, FL
AGENCY: Federal Aviation Administration (FAA) DOT.
ACTION: Final rule.
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SUMMARY: This action modifies the Orlando Class B airspace area,
Orlando, FL; and the Orlando Sanford Airport Class D airspace area,
Sanford, FL. Specifically, this action modifies several subareas within
the lateral boundaries of the existing Orlando Class B airspace area;
and lowers the vertical limits of the Orlando Sanford Airport Class D
airspace area. The FAA is taking this action to enhance safety, reduce
the potential for midair collision, and improve the management of air
traffic operations into, out of, and through the Orlando terminal area
while accommodating the concerns of airspace users. Additionally, this
action corrects the coordinates for the Orlando Sanford Airport.
EFFECTIVE DATE: 0901 UTC, September 9, 1999.
FOR FURTHER INFORMATION CONTACT: Sheri Edgett Baron, 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:
[[Page 42586]]
Availability of Final Rule
An electronic copy of this document may be downloaded from the FAA
regulations section of the Fedworld electronic bulletin board service
(telephone: 703-321-3339) or the Federal Register's electronic bulletin
board service (telephone: 202-512-1661) using a modem and suitable
communications software.
Internet users may reach the FAA's web page at http://www.faa.gov
or the Federal Register's webpage at http://www.access.gpo.gov/nara for
access to recently published rulemaking documents.
Any person may obtain a copy of this final rule by submitting a
request to the Federal Aviation Administration, Office of Air Traffic
Airspace Management, 800 Independence Avenue, SW., Washington, DC
20591, or by calling (202) 267-8783. Communications must identify the
docket number of this final rule. Persons interested in being placed on
a mailing list for future Notices of Proposed Rulemaking or final rules
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, that describes the application procedure.
Related Rulemaking Actions
On May 21, 1970, the FAA published, in the Federal Register, the
Designation of Federal Airways, Controlled Airspace, and Reporting
Points Final Rule (35 FR 7782). This rule provided for the
establishment of Terminal Control Airspace (TCA) area (now known as
Class B airspace areas).
On June 21, 1988, the FAA published, in the Federal Register, the
Transponder with Automatic Altitude Reporting Capability Requirement
Final Rule (53 FR 23356). This rule, in part, requires all aircraft to
have an altitude encoding transponder when operating within 30 nautical
miles (NM) of any designated TCA (now known as Class B airspace area)
primary airport from the surface up to 10,000 feet mean sea level
(MSL). This rule also provides an exclusion for those aircraft not
originally certificated with an engine-driven electrical system (or
those that have not subsequently been certified with such a system)
balloons, or gliders operating outside of the Class B airspace area,
but within 30 NM of the primary airport.
On October 14, 1988, the FAA published, in the Federal Register,
the Terminal Control Area Classification and Terminal Control Area
Pilot and Navigation Equipment Requirements Final Rule (53 FR 40318).
This rule, in part, requires the pilot-in-command of a civil aircraft
operating within a TCA (now known as Class B airspace area) to hold at
least a private pilot certificate. Excepted from this requirement are
student pilots who have received certain documented training.
On December 17, 1991, the FAA published, in the Federal Register,
the Airspace Reclassification Final Rule (56 FR 65638). This rule, in
part, discontinued the use of the term ``Terminal Control Area'' (TCA)
and replaced it with the designation ``Class B airspace area.'' This
change in terminology is reflected in the remainder of this final rule.
Background
The Class B airspace area program was developed to reduce the
potential for midair collision in the congested airspace surrounding
airports with high density air traffic operations by providing an area
wherein all aircraft are subject to certain operating rules and
equipment requirements.
The density of traffic and the type of operations being conducted
in the airspace surrounding these major terminal areas 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 or military aircraft, or
another GA aircraft. The basic causal factor common to these conflicts
was the mix of aircraft operating in accordance with visual flight
rules (VFR) and aircraft operating under instrument flight rules (IFR).
Class B airspace areas provide a method to manage the increasing number
of IFR and VFR operations. The regulatory requirements of Class B
airspace areas afford the greatest protection for the greatest number
of people, by giving air traffic control the increased capability to
provide aircraft separation service.
The standard configuration of a Class B airspace area contains
three concentric circles centered on the primary airport extending to
10, 20, and 30 NM, respectively. The standard vertical limit of these
airspace areas normally should not exceed 10,000 feet MSL with the
floor established at the surface in the inner area and at levels
appropriate to the containment of operations in the outer areas.
Variations of these criteria may be utilized contingent on the terrain,
adjacent regulatory airspace, and factors unique to the terminal area.
Public Input
On May 17, 1999, the FAA published a notice of proposed rulemaking
(NPRM) in the Federal Register (64 FR 26705) proposing to modify
several subareas within the lateral boundaries of the existing Class B
airspace area; and modify the vertical limits of the Orlando Sanford
Airport Class D airspace area. The comment period for this proposed
rulemaking action closed on June 30, 1999.
In response to the proposal, the FAA received four comments. All
comments received were considered before making a determination on this
final rule. An analysis of the comments and the Agency's response
follows.
Discussion of Comments
The FAA received three comments in favor of the planned
modifications to the Orlando Class B airspace area and the Orlando
Sanford Airport Class D airspace area which are as follows: the Orlando
Sanford Airport; the City of Sanford; and the Sanford Airport
Authority.
The Air Line Pilots Association also commented in favor of the
planned modifications, but expressed concern that Area F to the west
and east does not appear to give protection to departures on a standard
rate of climb.
The FAA believes that Area F to the west and east is adequately
designed to contain departures within the Class B airspace. Traffic
normally departs via runway 18L/R on a 200 deg. heading and, based on
the aircraft's performance, turned westbound on course. Aircraft
departing westbound must be out of 3,000 feet to turn in order to
ensure separation from aircraft operating at Kissimmee Airport. Traffic
departing eastbound can be transitioned to the north to remain in the
Class B airspace area.
The Rule
The FAA amends 14 CFR part 71 by modifying the Orlando Class B
airspace area, Orlando, FL, and the Orlando Sanford Airport Class D
airspace area, Sanford, FL. Specifically, this action modifies several
subareas within the lateral boundaries of the existing Class B airspace
area, and modifies the vertical limits of the Orlando Sanford Airport
Class D airspace area. The FAA is taking this action to enhance safety,
reduce the potential for midair collision, and to improve the
management of air traffic operations into, out of, and through the
Orlando terminal area. Additionally, this action corrects the
coordinates for the Orlando Sanford Airport. Specifically, this action
[[Page 42587]]
modifies the Orlando Class B airspace area as follows:
Orlando Class B Airspace Area
Area A. The size of Area A (that area beginning at the surface up
to 10,000 feet MSL) is reduced to a 5-mile radius of the primary
airport, Orlando International Airport. This airspace modification will
contain large turbojet aircraft within the limits of the Class B
airspace area while operating to and from the primary airport. In
addition, a portion of Area A beyond 5 NM is removed form the surface
area and reconfigured as Area B.
Area B. Area B is reconfigured from a section of the surface area,
between the 5-mile radius of the primary airport, extending west to the
John Young Parkway, north to Lake Underhill Road, east to the Stanton
Power Plant, and south to the Orlando VORTAC 14 Distance Measuring
Equipment (DME), extending upward from 900 feet MSL. This modification
will support approach and departure procedures for aircraft
transitioning to and from the Orlando International Airport.
Also, this airspace modification will allow Law Enforcement and
Lifeguard helicopter operations below the floor of the Class B airspace
area.
Area C. The Floor of Area C will remain at 1,600 feet MSL north of
the Orlando Executive Airport; however, the lateral limits of Area C
are modified to extend north of Lake Underhill Road, south of S.R. 436,
east of S.R. 423 and S.R. 434, and extend 8 miles east of the Orlando
Executive Airport. This airspace modification will support approach
procedures for aircraft transitioning to the final approach course for
the Orlando International Airport.
The floor of Area C is lowered from 3,000 to 1,600 feet MSL,
extending 3 miles to the north and south of the Orlando Sanford
Airport, east of the Wekiva River, and west of Lake Harney's eastern
shore. This airspace modification will support approach procedures for
large turbojet aircraft operations transitioning to and from the
Orlando Sanford Airport.
In addition, the floor of Area C is raised from 1,500 to 1,600 feet
MSL, extending south of the Orlando VORTAC 14 DME arc, north of the
Orlando VORTAC 20 DME arc, and between 2 and 13 miles east of the
Kissimmee Airport. This airspace modification will support approach
procedures for aircraft transitioning to the final approach course for
the Orlando International Airport. This modification will also allow
nonparticipating aircraft sufficient airspace to conduct VFR operations
below the vertical limits of the Class B airspace area while
transitioning to/from secondary satellite airports.
Area D. Area D is modified by raising the floor of the area 10
miles north of the Orlando International airport from 1,600 to 2,000
feet MSL, and the area southwest of the Orlando international Airport
from 1,500 to 2,000 feet MSL. This area extends between S.R. 423 and
Kirkman Road, 6 to 9 miles west of the primary airport, between 2 miles
north and 5 miles south of the Kissimmee Airport, and between 7 miles
and 11 miles north of the Orlando VORTAC. This airspace modification
will provide sufficient airspace modification will provide sufficient
airspace for sequencing and vectoring arriving and departing aircraft
in close proximity to the primary airport. It will also increase and
navigable airspace below the Class B airspace area in the vicinity of
Kissimmee Municiport Airport.
Area E. The floor of Area E will remain at 3,000 feet MSL; however,
the lateral limits of Area E are expanded to the north and south . Area
E is extended 3 miles west of the Wekiva river, and between 3 to 6
miles north of the Orlando Sanford Airport. This airspace modification
will provide sufficient airspace for sequencing and vectoring aircraft,
and ensure that operations are contained within the Class B airspace
area.
Area E is also extended between the 20-mile and 30-mile arcs south
of the primary airport, and between 7 miles and 15 miles east of the
primary airport. This airspace modification will provide sufficient
airspace for sequencing and vectoring aircraft, and will provide a
controlled environment for aircraft arriving and departing the Class B
airspace area.
Area F. The subareas of the Class B airspace areas are reconfigured
as Area F, from 6,000 up to and including 10,000 feet MSL, extending
from 8 miles west of the primary airport to Highway 27. This airspace
modification will provide sufficient airspace to contain aircraft in a
controlled environment when transitioning between the en route and
terminal phase of flight.
Area F is also modified from the power line located approximately
15 miles east of the primary airport, eastward, to the power line
located approximately 22 miles east of the primary airport. This
airspace modification will provide sufficient airspace to contain
aircraft in a controlled environment when transitioning between the en
route and terminal phase of flight.
Orlando Sanford Airport Class D Airspace Area
The Orlando Sanford Airport Class D airspace area is lowered from
3,000 to 1,600 feet MSL. The Orlando Sanford Airport Class D airspace
area will include a radius of 4.4 NM from the Orlando Sanford Airport
up to but not including 1,600 feet MDL. This airspace modification
coincides with lowering the floor of the Class B airspace area in the
vicinity of the Orlando Sanford Airport.
The coordinates for this airspace docket are based on North
American Datum 83. Class B and Class D airspace areas are published,
respectively, in paragraphs 3000 and 5000 of FAA Order 7400.9F,
Airspace Designations and Reporting Points, dated September 10, 1998,
and effective September 16, 1998, which is incorporated by reference in
14 CFR section 71.1. The Class B and Class D airspace areas listed in
this document will be subsequently published in this 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 (RFA) 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
rule: (1) Will generate benefits that justify its minimal 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.
The FAA will modify the Orlando Class B and the Orlando Sanford
Airport Class D airspace areas. The Orlando Class B airspace area
modification will maintain the 10,000 feet MSL airspace ceiling and
redefine the lateral limits of several of the existing subareas to
[[Page 42588]]
improve the management of air traffic operations in the Orlando
terminal area. The Orlando Sanford Airport Class D airspace area
modification will lower the airspace area from 3,000 to 1,600 feet MSL
and will include a radius of 4.4 NM from the Orlando Sanford Airport up
to but not including 1,600 feet MSL.
The FAA has determined that the modification of the Orlando Class B
and the Orlando Sanford Airport Class D airspace areas will improve the
operational efficiency while maintaining aviation safety in the
terminal areas. Also, clearer boundary definition and changes to
lateral and vertical limits of the subareas will leave additional
noncontrolled airspace for VFR aircraft transitioning to and from
satellite airports. This rule will impose negligible or no additional
cost on airspace users and will potentially reduce circumnavigation
costs to some operators.
The final rule will result in no additional administrative or
operational cost for personnel and equipment to the agency. Printing of
aeronautical charts which reflect the changes to the Class B and Class
D airspace areas will be accomplished during a scheduled chart
printing, and will result in no additional costs for plate modification
and updating of charts. Furthermore, no staffing changes will be
required to maintain the modified Class B and Class D airspace area.
Potential increase in FAA operations workload can be absorbed by
current personnel and equipment.
In view of the negligible cost of compliance, enhanced aviation
safety, and improved operational efficiency, the FAA has determined
that the 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 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.
The FAA has determined that the final rule will have a de minimus
impact on small entities. All commercial and general aviation operators
who presently use the Orlando International Airport are equipped to
operate within the modified Class B airspace area. As for aircraft that
regularly fly through the Orlando Sanford Airport Class D airspace
area, since the airport is situated within the established Orlando Mode
C Veil, all aircraft should already have the necessary equipment to
transition the modified Class B airspace area. Therefore, there will be
no additional equipment cost to these entities.
Accordingly, pursuant to the Regulatory Flexibility Act, 5 U.S.C.
605(b), the Federal Aviation Administration certifies that this rule
will not have a significant economic impact on a substantial number of
small entities.
International Trade Impact Assessment
The final rule will not constitute a barrier to international
trade, including the export of U.S. goods and services to foreign
countries or the import of foreign goods and services into the United
States.
Unfunded Mandates Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (the Act),
enacted as Pub. L. 104-4 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. Sector
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 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 1995 (44 U.S.C.
3507(d)) there are no requirements for information collection
associated with this 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--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 14 CFR 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 7400.9F, Airspace Designations and
Reporting Points, dated September 10, 1998, and effective September 16,
1998, is amended as follows:
Paragraph 3000--Subpart B-Class B Airspace
* * * * *
[[Page 42589]]
ASO FL B Orlando, FL [Revised]
Orlando International Airport (Primary Airport)
(lat. 28 deg.25'44'' N., long. 81 deg.18'58''W.)
Orlando VORTAC
(lat. 28 deg.32'34'' N., long. 81 deg.20'06''W.)
Boundaries
Area A--That airspace extending upward from the surface to and
including 10,000 feet MSL within a radius of 5 NM from the Orlando
International Airport.
Area B--That airspace extending upward from 900 feet MSL to and
including 10,000 feet MSL beginning at a point of the intersection
of Sate Road (S.R.) 423 (John Young Parkway) and Interstate 4,
thence northeast along Interstate 4 to the intersection of
Interstate 4 and S.R. 441 (Orange Blossom Trail), thence direct to
the intersection of Lake Underhill Road and Palmer Street, thence
east along Lake Underhill Road to the intersection of Lake Underhill
Road and the Central Florida Greenway, thence direct to lat.
28 deg.30'00'' N., long. 81 deg.11'00'' W., (one mile northwest of
the Stanton Power Plant), thence south to the intersection of the
ORL VORTAC 14-mile radius arc, thence clockwise along the 14-mile
radius arc of the ORL VORTAC to the intersection of S.R. 423, thence
north along S.R. 423 to the point of beginning.
Area C--That airspace extending upward from 1,600 feet MSL to
and including 10,000 feet MSL beginning at a point of the
intersection of the Wekiva River at 28 deg.44'00'' N., long.
81 deg.25'30'' W., thence north along the Wekiva River to the
intersection of lat. 28 deg.50'00'' N. Thence east to lat.
28 deg.50'00'' N., long. 81 deg.02'30'' W., thence south to the
intersection of lat. 28 deg.44'00'' N., long. 81 deg.02'30'' W.,
thence west to the point of beginning.
Also that airspace north of the Orlando Executive Airport
extending upward from 1,600 feet MSL to and including 10,000 feet
MSL beginning at a point of the intersection of Interstate 4 and
S.R. 423. Thence north along S.R. 423 to the intersection of S.R.
423 and S.R. 441 (Orange Blossom Trail). Thence direct to the
intersection of S.R. 434 (Forest City Road) and S.R. 424 (Edgewater
Drive), thence north along S.R. 434 to the intersection of S.R. 436
(Altamonte Drive.), thence east along S.R. 436 to the intersection
of Hwy 17-92, thence east along lat. 28 deg.39'20'' N., to long.
81 deg.11'00'' W. Thence south to the intersection of lat.
28 deg.30'00'' N., thence northwest direct to the intersection of
Lake Underhill Road and S.R. 417 (Central Florida Greenway), thence
west along Lake Underhill Road to the intersection of Palmer Street.
Thence southwest direct to the intersection of Interstate 4 and the
S.R. 441, thence southwest along Interstate 4 to the point of
beginning.
Also that airspace south of the primary airport extending upward
from 1,600 feet MSL to and including 10,000 feet MSL beginning at a
point of the intersection of long. 81 deg.24'06'' W., and the ORL
VORTAC 14-mile radius arc, thence counterclockwise along the 14-mile
radius arc of the ORL VORTAC to the intersection of long.
81 deg.11'00'' W., thence south to the intersection of the ORL
VORTAC 20-mile radius arc, thence clockwise along the ORL VORTAC 20-
mile radius arc to long. 81 deg.24'06'' W., thence north to the
point of beginning.
Area D--That airspace extending upward from 2,000 feet MSL to
and including 10,000 feet MSL beginning at a point of the
intersection of Interstate 4 and long. 81 deg.27'30'' W., thence
north to lat. 28 deg.44'00'' N., thence east to long. 81 deg.11'00''
W., thence south to lat. 28 deg.39'20'' N., thence west to the
intersection of S.R. 436 and Hwy 17-92, thence west along S.R. 436
to the intersection of S.R. 436 and S.R. 434, thence south along
S.R. 434 to the intersection of S.R. 434 and S.R. 424, thence direct
to the intersection of S.R. 423 and S.R. 441, thence south along
S.R. 423 to the intersection of the ORL VORTAC 14-mile radius arc,
thence counterclockwise along the 14-mile radius arc of the ORL
VORTAC to long. 81 deg.24'06'' W., thence south to the intersection
of the ORL VORTAC 20-mile radius arc, thence clockwise to the
intersection of long. 81 deg.27'03'' W., thence north to the point
of beginning.
Area E--That airspace extending upward from 3,000 feet MSL to
and including 10,000 feet MSL beginning at a point of the
intersection of lat. 28 deg.44'00''N., long. 81 deg.27'30''W.,
thence north to the intersection of lat. 28 deg.53'00''N., thence
east to the intersection of the MCO Mode C Veil 30-NM radius arc,
thence southeast along this arc to the intersection of the power
lines at lat. 28 deg.50'20''N., thence southeast along these power
lines to lat.28 deg.44'00''N., thence west to long.
81 deg.02'30''W., thence north to lat. 28 deg.50'00''N., thence west
to the intersection of the Wekiva River, thence south along the
Wekiva River to lat. 28 deg.44'00''N., thence west to the point of
beginning.
Also that airspace extending upward from 3,000 feet MSL to and
including 10,000 feet MSL beginning south of the primary airport at
a point of the intersection of long. 81 deg.27'30''W. and the ORL
20-mile radius arc, thence counterclockwise along the 20-mile radius
arc of the ORL VORTAC to the intersection of long. 81 deg.11'00''W.,
thence north to the intersection of lat. 28 deg.44'00''N., thence
east to the intersection of the Florida Power transmission lines at
lat. 28 deg.44'00''N., long 81 deg.05'20''W., (one half mile west of
Southerland Airport), thence south along this power line to the
intersection of Highway 50 at lat. 28 deg.32'10''N., long.
81 deg.03'45''W., thence south to the Bee Line Expressway, at lat.
28 deg.27'05''N., long. 81 deg.03'45''W., thence west along the Bee
Line Expressway to the intersection of lat. 28 deg.27'00''N., long.
81 deg.04'40''W., thence south to the intersection of the ORL VORTAC
30-mile radius arc, thence clockwise along the 30-mile radius arc of
the ORL VORTAC to long. 81 deg.27'30''W., thence north to the point
of beginning.
Area F--That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL beginning south of the primary airport
at the intersection of the ORL VORTAC 30-mile radius arc and long.
81 deg.27'30''W., thence clockwise to the intersection of Highway
27, thence north along Highway 27 to the intersection of Highway 27
and long. 81 deg.45'00''W., thence north along long.
81 deg.45'00''W., to the intersection of the ORL VORTAC 24-mile
radius arc, thence clockwise along the 24-mile radius arc to the
intersection of lat. 28 deg.53'00''N., thence east to lat.
28 deg.53'00''N., long. 81 deg.27'30''W., thence south to the point
of beginning.
Also that airspace extending upward from 6,000 feet MSL to and
including 10,000 feet MSL beginning at the Florida Power
transmission lines at lat. 28 deg.44'00''N., long. 81 deg.05'20''W.,
thence east along lat. 28 deg.44'00''N. to the Florida Power
transmission lines at lat. 28 deg.44'00''N., long. 80 deg.55'40''W.,
thence southeast and south along these power lines to the
intersection of Highway 50, thence south to the power lines at lat.
28 deg.22 deg.14''N., long. 80 deg.52'30''W., thence southwest along
these power lines to the intersection of long. 81 deg.04'40''W.,
thence north along long. 81 deg.04'40''W., to the intersection of
the Bee Line Expressway at lat. 28 deg.27'05''N., long.
81 deg.04'40''W., thence east along the Bee Line Expressway at lat.
28 deg.27'05''N., long. 81 deg.03'45''W., thence north to the
intersection of Highway 50 and the Florida Power transmission lines
at lat. 28 deg.32'10''N., long. 81 deg.03'45''W., thence north along
these power lines to the point of beginning.
* * * * *
Paragraph 5000--Subpart D-Class D Airspace
* * * * *
ASO FL D Sanford, FL [Revised]
Orlando Sanford Airport, FL [formerly known as the Central Florida
Regional Airport
(Lat. 28 deg.46'40''N, long. 81 deg.14'15''W.)
That airspace extending upward from the surface to but not
including 1,600 feet MSL within a 4.4-mile radius of the Orlando
Sanford Airport. This Class D airspace area is effective during the
specific dates and times established in advance by a Notice to
Airmen. The effective date and time will thereafter be continuously
published in the Airport/Facility Directory/.
* * * * *
Issued in Washington, DC, on July 27, 1999.
Reginald C. Matthews,
Manager, Airspace and Rules Division.
BILLING CODE 4910-13-M
[[Page 42590]]
[GRAPHIC] [TIFF OMITTED] TR05AU99.000
[FR Doc. 99-20022 Filed 8-5-99; 8:45 am]
BILLING CODE 4910-13-C