[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