[Federal Register Volume 68, Number 74 (Thursday, April 17, 2003)]
[Proposed Rules]
[Pages 18910-18915]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-9504]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2003-14402; Airspace Docket No. 01-AWA-4]
RIN 2120-AA66


Proposed Modification of the Houston Class B Airspace Area; TX

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This action proposes to modify the current Houston, TX, Class 
B airspace area to contain large turbine-powered aircraft during 
operations to the new Runway 8L/26R at George Bush Intercontinental 
Airport (IAH), and to the new primary runway (Runway 4) at William P. 
Hobby Airport (HOU). The FAA is proposing this action to enhance 
safety, and improve the management of

[[Page 18911]]

aircraft operations in the Houston terminal area. Further, this effort 
supports the FAA's national airspace redesign goal of optimizing 
terminal and en route airspace areas to reduce aircraft delays and 
improve system capacity.

DATES: Comments must be received on or before June 2, 2003.

ADDRESSES: Send comments on this proposal to the Docket Management 
System, U.S. Department of Transportation, Room Plaza 401, 400 Seventh 
Street, SW., Washington, DC 20590-0001. You must identify both docket 
numbers, FAA-2003-14402/Airspace Docket No. 01-AWA-4, at the beginning 
of your comments.
    You may also submit comments on the Internet at http://dms.dot.gov. 
You may review the public docket containing the proposal, any comments 
received, and any final disposition in person in the Dockets Office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Dockets Office (telephone 1-800-647-5527) is on the plaza 
level of the Department of Transportation NASSIF Building at the above 
address.
    An informal docket may also be examined during normal business 
hours at the office of the Regional Air Traffic Division, Federal 
Aviation Administration, 2601 Meacham Boulevard, Fort Worth, TX 76193.

FOR FURTHER INFORMATION CONTACT: Steve Rohring, Airspace and Rules 
Division, ATA-400, Office of Air Traffic Airspace Management, Federal 
Aviation Administration, 800 Independence Avenue, SW., Washington, DC 
20591; telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested parties are invited to participate in this proposed 
rulemaking by submitting such written data, views, or arguments as they 
may desire. Comments that provide the factual basis supporting the 
views and suggestions presented are particularly helpful in developing 
reasoned regulatory decisions on the proposal. Comments are 
specifically invited on the overall regulatory, aeronautical, economic, 
environmental, and energy-related aspects of the proposal. 
Communications should identify both docket numbers and be submitted in 
triplicate to the address listed above. Commenters wishing the FAA to 
acknowledge receipt of their comments on this notice must submit with 
those comments a self-addressed, stamped postcard on which the 
following statement is made: ``Comments to Docket Nos. FAA-2003-14402/
Airspace Docket No. 01-AWA-4.'' The postcard will be date/time stamped 
and returned to the commenter. All communications received on or before 
the specified closing date for comments will be considered before 
taking action on the proposed rule. The proposal contained in this 
notice may be changed in light of comments received. All comments 
submitted will be available for examination in the public docket both 
before and after the closing date for comments. A report summarizing 
each substantive public contact with FAA personnel concerned with this 
rulemaking will be filed in the docket.

Availability of NPRM's

    An electronic copy of this document may be downloaded through the 
Internet at http://dms.dot.gov. Recently published rulemaking documents 
can also be accessed through the FAA's Web page at http://www.faa.gov 
or the Superintendent of Documents Web page at http://www.access.gpo.gov/nara.
    Additionally, any person may also obtain a copy of this notice by 
submitting a request to the FAA, Office of Air Traffic Airspace 
Management, ATA-400, 800 Independence Avenue, SW., Washington, DC 
20591, or by calling (202) 267-8783. Communications must identify both 
docket numbers for this notice. Persons interested in being placed on a 
mailing list for future NPRM's should call the FAA's Office of 
Rulemaking, (202) 267-9677, for a copy of Advisory Circular No. 11-2A, 
Notice of Proposed Rulemaking Distribution System, which describes the 
application procedure.

Background

    On April 13, 2000, the FAA published a final rule modifying the 
Houston, TX, Class B airspace area (65 FR 19826). The modified Class B 
airspace area, implemented on June 15, 2000, eliminated references to 
the Hobby Very High Frequency Omnidirectional Range/Distance Measuring 
Equipment (VOR/DME) as the point of origin and made the new point of 
origin the current geographical location of the Hobby VOR.
    The Houston terminal area has experienced a significant growth in 
aircraft operations in the last 10 years. To accommodate this growth, 
the City of Houston is scheduled to complete construction of the new 
Runway 8L/26R for IAH in October 2003. Additionally, the flow of 
aircraft operations at HOU will be adjusted to use Runway 4 as the 
primary runway. To provide protection for operations to the new runway 
at IAH and the planned traffic flow adjustments at HOU, the FAA has 
developed the proposed modifications to the Houston Class B airspace 
area.

Public Input

    In June 2002, an ad hoc committee was formed to provide comments 
and recommendations regarding the planned modifications to the Houston 
Class B airspace area. Details were provided to the ad hoc committee 
regarding planned airspace changes required to conduct triple 
simultaneous approaches to IAH using the new Runway 8L/26R and the need 
to adjust the flow of aircraft operations at HOU. The Aircraft Owners 
and Pilots Association (AOPA) participated in the ad hoc committee and 
suggested developing visual flight rule (VFR) flyways to help pilots 
transition the Houston terminal area while remaining clear of the 
Houston Class B airspace area. Additionally, AOPA suggested the FAA 
solicit input from representatives from the military, Weiser Airpark, 
and West Houston Airport. These groups and numerous other user groups 
were contacted for their input and the suggestion to include VFR 
flyways was incorporated into a presentation for public meetings. 
Additionally, AOPA's flyway comment will be addressed later in this 
document.
    As announced in the FAA Southwest Region Airspace Branch letter to 
Airmen 02-02, three pre-NPRM informal airspace meetings were held on 
October 15 at Fletcher Aviation on HOU; October 16 at North Harris 
College; and October 22 at West Houston Airport. These meetings allowed 
interested airspace users an opportunity to present their views and 
offer suggestions regarding the planned modifications to the Houston 
Class B airspace area. All comments received during the informal 
airspace meetings and the subsequent comment period were considered in 
developing this proposal.

Analysis of Comments Received

    Twelve commenters expressed a concern that the planned expansion of 
Area B and Area C of the Class B airspace area would compress general 
aviation traffic into lower altitudes, or would cause general aviation 
aircraft to fly further east or west of IAH to remain clear of the 
Class B airspace. The FAA partially agrees with these comments. To 
remain clear of the Houston Class B airspace area, aircraft would have 
to fly at lower altitudes or fly further east or west of IAH; however, 
this is necessary to separate them from large turbine-powered aircraft 
conducting instrument approaches within the Houston Class B airspace 
area. Aircraft conducting simultaneous, parallel approaches may

[[Page 18912]]

not be assigned the same altitude during turn-on to the final approach 
course. Therefore, each aircraft being turned on to the triple, 
simultaneous final approach courses will be assigned altitudes that 
differ by a minimum of 1,000 feet. In order to accommodate increased 
aircraft operations, the Houston Class B airspace area must be modified 
to provide additional altitudes in the lower stratum to the east and 
west of IAH.
    Six commenters stated that aircraft from satellite airports west of 
Houston would have to travel significantly further than they presently 
do to get to practice areas. The FAA does not agree with these 
commenters. The FAA estimates that these aircraft would only have to 
fly approximately five additional nautical miles (NM) to remain clear 
of the Houston Class B airspace area. The planned modifications should 
not significantly increase the cost to pilots who wish to conduct 
practice maneuvers clear of the planned areas of the Houston Class B 
airspace area.
    Four commenters stated that the FAA should use additional prominent 
landmarks instead of radials to describe the boundaries of the Class B 
airspace area. Specifically, it was suggested that the west boundary of 
Area C (southwest of HOU) could be described by using Highway 59 
instead of radials and DME's from the Point Of Origin at HOU. This 
suggestion would increase the size of the Houston Class B airspace area 
approximately three NM and overlie the Sugar Land Airport Class D 
airspace area to the southeast. After consideration by FAA and users in 
the Sugar Land area, it was determined that additional restrictions to 
users would be created with minimal benefit. Additionally, the 
availability of prominent landmarks in the Houston Class B airspace 
area is minimal. Therefore, this suggestion is not being incorporated 
into the proposal. The current and planned boundary descriptions 
consist of a combination of prominent landmarks, latitude/longitude 
coordinates, and radials/arcs from the Humble VORTAC and the Point of 
Origin. The FAA believes that this mix of descriptors effectively 
assists pilots in identifying the lateral boundaries of the Houston 
Class B airspace area.
    One commenter recommended that the FAA establish a VFR corridor 
directly above IAH to aid VFR aircraft transiting the Houston area. The 
FAA does not agree with the recommendation to establish a VFR corridor. 
The establishment of a corridor would reduce the efficiency of managing 
aircraft operations in the Houston Class B airspace area. The airspace 
over and between IAH and HOU is the busiest area due to aircraft 
departing and arriving IAH and HOU. Adding additional complexity to 
this area would not be in the best interest of safety or management of 
aircraft operations.
    One commenter suggested developing north-south VFR flyways to the 
east and west of IAH to help pilots transition the Houston terminal 
area while remaining clear of the Houston Class B airspace area. Since 
the inception of the Houston Class B airspace area, several low 
altitude VFR transition routes have been published on the reverse side 
of the Houston VFR terminal area chart to assist pilots.
    Four commenters expressed concern with the planned VFR flyway west 
of the airport because the area is already heavily traveled by VFR 
aircraft arriving and departing the busy west satellite airports. These 
commenters felt that the flyway would encourage pilots to fly in an 
already congested area and would not enhance safety or expedite travel. 
The FAA has withdrawn its plan for a north-south VFR flyway to the west 
of IAH. If the proposed modifications are implemented, most of the 
existing flyways remain the same except for adjustments to the 
suggested altitudes in Area C and Area D, to the east and west of IAH.
    Notwithstanding the proposed modifications in this notice, we will 
continue to work with affected users to develop new and/or modify 
current flyways to assist in navigating in this busy terminal area.

The Proposal

    The FAA is proposing an amendment to part 71 of the Federal 
Aviation Regulations (14 CFR part 71) to modify the Houston Class B 
airspace area. Specifically, this action (depicted in the attached 
chart) proposes to expand the lateral limits of Area A to the east of 
IAH; expand the lateral limits of Area B to the east and west of IAH; 
expand the lateral limits of Area C to the east and west of IAH and to 
the southwest of HOU; and expand the lateral limits of Area D to the 
southwest of HOU to improve the containment of turbo-jet aircraft 
operating within the Houston Class B airspace area.
    Area A. The FAA proposes to modify Area A by expanding the boundary 
of Area A to the northeast of IAH. This modification would incorporate 
into Area A, one segment of the Class B airspace that is currently 
contained within Area B. Specifically, to the northeast of IAH, the FAA 
proposes to extend Area A to the north incorporating that part of Area 
B airspace that lies to the east on the extended instrument landing 
system (ILS) localizer course for Runway 26R, between the IAH 8 and 10 
NM arcs. The effect of extending Area A as described would be to lower 
the floor of the Class B airspace in the affected segment from the 
current 2,000 feet mean sea level (MSL) to the surface. The reason for 
this change is to provide additional airspace needed to ensure that 
aircraft on the ILS approach to Runway 26R are contained within the 
Houston Class B airspace area.
    Area B. The FAA proposes to modify Area B to the east and west of 
IAH. This modification would incorporate into Area B, two segments of 
the Class B airspace that are currently contained within Area C. 
Specifically, to the east of IAH, the FAA proposes to extend Area B to 
the east incorporating that part of Area C airspace that lies to the 
east on the extended ILS localizer course and downwind legs for Runway 
26R, 26L, and 27, between the IAH 15 and 20 NM arcs. To the west of 
IAH, the FAA proposes to extend Area B to the west incorporating that 
part of Area C airspace that lies west on the extended ILS localizer 
course and downwind legs for Runway 8L, 8R, and 9, between the IAH 15 
and 20 NM arcs. The effect of extending Area B as described would be to 
lower the floor of the Class B airspace in the affected segments from 
the current 3,000 feet MSL to 2,000 feet MSL. The reason for this 
change is to provide additional airspace needed to ensure that aircraft 
vectored for triple, simultaneous ILS approaches (with the required 
1,000 feet vertical separation between aircraft) remain within the 
Houston Class B airspace area.
    Area C. The FAA proposes to modify Area C to the east and west of 
IAH. This modification would incorporate into Area C, two segments of 
the Class B airspace that are currently contained within Area D. 
Specifically, to the east of IAH, the FAA proposes to extend Area C to 
the east incorporating that part of Area D airspace that lies to the 
east on the extended ILS localizer course and downwind legs for Runway 
26R, 26L, and 27, between the IAH 20 and 30 NM arcs. To the west of 
IAH, the FAA proposes to extend Area C to the west incorporating that 
part of Area D airspace that lies to the west on the extended ILS 
localizer course and downwind legs for Runway 8L, 8R, and 9, between 
the IAH 20 and 30 NM arcs of the airport. The effect of extending Area 
C as described would be to lower the floor of the Class B airspace in 
the affected segments from the current 4,000

[[Page 18913]]

feet MSL to 3,000 feet MSL. The reason for this change is to provide 
additional airspace needed to ensure that aircraft vectored for triple, 
simultaneous ILS approaches (with the required 1,000 feet vertical 
separation between aircraft) remain within the Houston Class B airspace 
area. The FAA also proposes to modify Area C to the southwest of HOU by 
incorporating into Area C, one segment of the Class B airspace that is 
currently contained within Area D. Specifically, to the southwest of 
HOU, the FAA proposes to extend Area C to the southwest incorporating 
that part of Area D airspace that lies to the southwest on the extended 
ILS localizer course and downwind legs for Runway 4, between the IAH 15 
and 20 NM arcs. The effect of extending Area C as described would be to 
lower the floor of the Class B airspace in the affected segment from 
the current 4,000 feet MSL to 3,000 feet MSL. The reason for this 
change is to provide additional airspace needed to ensure that aircraft 
vectored for the ILS Runway 4 approach remain within the Houston Class 
B airspace area.
    Area D. The FAA proposes to modify Area D by expanding the 
boundaries of Area D to the southwest of HOU. This modification would 
add a segment to the Class B airspace. Specifically, the FAA proposes 
to extend Area D to the southwest of HOU incorporating airspace that 
lies to the southwest on the extended ILS localizer course and downwind 
legs for Runway 4, between the IAH 20 and 25 NM arcs. The effect of 
extending Area D as described would be to add a segment to the Class B 
airspace from 4,000 feet MSL to 10,000 feet MSL. The reason for this 
change is to provide additional airspace needed to ensure that aircraft 
vectored for the ILS Runway 4 approach remain within the Houston Class 
B airspace area.
    Area E. The FAA is not proposing any changes to the lateral 
dimensions of Area E.
    These modifications would improve the management of aircraft 
operations in the Houston terminal area, and enhance safety by 
extending and lowering the floor of Class B airspace to protect a high 
volume of instrument approaches to IAH and HOU airports. Additionally, 
this proposed action supports various efforts to enhance the efficiency 
and capacity of the National Airspace System including the National 
Airspace Redesign project and the FAA's Operational Evolution Plan.
    The coordinates for this airspace docket are based on North 
American Datum 83. Class B airspace areas are published in paragraph 
3000 of FAA Order 7400.9K, Airspace Designations and reporting Points, 
dated August 30, 2002, and effective September 16, 2002, which is 
incorporated by reference in 14 CFR section 71.1. The Class B airspace 
area listed in this document would be published subsequently in the 
Order.

Regulatory Evaluation Summary

    Changes to Federal Regulations must undergo several economic 
analyses. First, Executive Order 12866 directs that each Federal agency 
shall propose or adopt a regulation only upon a reasoned determination 
that the benefits of the intended regulation justify its costs. Second, 
the Regulatory Flexibility Act requires agencies to analyze the 
economic effect of regulatory changes on small businesses and other 
small entities. Third, the Office of Management and Budget directs 
agencies to assess the effect of regulatory changes on international 
trade. In conducting these analyses, the FAA has determined that this 
proposed rule: (1) Would generate benefits that justify its 
circumnavigation costs and is not a ``significant regulatory action'' 
as defined in the Executive Order; (2) is not significant as defined in 
the Department of Transportation's Regulatory Policies and Procedures; 
(3) would not have a significant impact on a substantial number of 
small entities; (4) would not constitute a barrier to international 
trade; and (5) would not contain any Federal intergovernmental or 
private sector mandate. These analyses are summarized here in the 
preamble, and the full Regulatory Evaluation is in the docket.
    This NPRM would modify the Houston, TX, Class B airspace. The 
proposed rule would reconfigure the subarea boundaries, raise the 
altitude ceiling in certain segments of the airspace and lower the 
altitude floor in certain segments.
    The NPRM would generate benefits for system users and the FAA in 
the form of enhanced operational efficiency and simplified navigation 
in the Houston terminal area. These modifications would impose some 
costs (an additional 5 NM circumnavigation around the expanded 
controlled airspace) on operators of non-compliant aircraft. However, 
the cost of circumnavigation is considered to be small. Thus, the FAA 
has determined this proposed rule would be cost-beneficial.

Initial Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 establishes ``as a principle 
of regulatory issuance that agencies shall endeavor, consistent with 
the objective of the rule and of applicable statutes, to fit regulatory 
and informational requirements to the scale of the business, 
organizations, and governmental jurisdictions subject to regulation.'' 
To achieve that principal, the Act requires agencies to solicit and 
consider flexible regulatory proposals and to explain the rationale for 
their actions. The Act covers a wide-range of small entities, including 
small businesses, not-for-profit organizations and small governmental 
jurisdictions.
    Agencies must perform a review to determine whether a proposed or 
final rule will have a significant economic impact on a substantial 
number of small entities. If the determination is that it will, the 
agency must prepare a regulatory flexibility analysis (RFA) as 
described in the Act.
    However, if an agency determines that a proposed or final rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the 1980 Act provides that 
the head of the agency may so certify and an RFA is not required. The 
certification must include a statement providing the factual basis for 
this determination, and the reasoning should be clear.
    This proposed rule may impose some circumnavigation costs on 
individuals operating in the Houston terminal area; but the proposed 
rule would not impose any costs on small business entities. Operators 
of GA aircraft are considered individuals, not small business entities 
and are not included when performing a regulatory flexibility analysis. 
Flight schools are considered small business entities. However, the FAA 
assumes that they provide instruction in aircraft equipped to navigate 
in Class B airspace given they currently provide instruction in the 
Houston terminal area. Therefore, these small entities should not incur 
any additional costs as a result of the proposed rule. Accordingly, 
pursuant to the Regulatory Flexibility Act, 5 U.S.C. 605(b), the 
Federal Aviation Administration certifies this rule would not have a 
significant economic impact on a substantial number of small entities. 
The FAA solicits comments from affected entities with respect to this 
finding and determination.

International Trade Impact Assessment

    The Trade Agreement Act of 1979 prohibits Federal agencies from 
engaging in any standards or related activities that create unnecessary 
obstacles to the foreign commerce of the United States. Legitimate 
domestic objectives, such as safety, are not considered unnecessary 
obstacles. The statute also requires consideration of

[[Page 18914]]

international standards and where appropriate, that they be the basis 
for U.S. standards.
    The proposed rule is not expected to affect trade opportunities for 
U.S. firms doing business overseas or for foreign firms doing business 
in the United States.

Unfunded Mandates Assessment

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

Paperwork Reduction Act

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

Conclusion

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

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

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

PART 71--DESIGNATION OF CLASS A, CLASS B, CLASS C, CLASS D, AND 
CLASS E AIRSPACE AREAS; AIRWAYS; ROUTES, AND REPORTING POINTS

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

    Authority: 49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854, 24 
FR 9565, 3 CFR, 1959-1963 Comp., p. 389.


Sec.  71.1  [Amended]

    2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9H, Airspace Designations and 
Reporting Points, dated August 30, 2002, and effective September 16, 
2002, is amended as follows:

Paragraph 3000--Subpart B-Class B Airspace

* * * * *

ASW TX B Houston, TX (Revised)

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

Boundaries

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

[[Page 18915]]

intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 293[deg] radial; thence clockwise on the Humble VORTAC 20-
mile DME arc to the intersection of the Humble VORTAC 20-mile DME 
arc and the Humble VORTAC 058[deg] radial; thence east to the 
intersection of the Humble VORTAC 30-mile DME arc and the Humble 
VORTAC 067[deg] radial; thence clockwise on the Humble VORTAC 30-
mile DME arc to the intersection of the Humble VORTAC 30-mile DME 
arc and the Humble VORTAC 096[deg] radial; thence west to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 101[deg] radial; thence counterclockwise on the Humble VORTAC 
20-mile DME arc to the intersection of the Humble VORTAC 20-mile DME 
arc and the Humble VORTAC 058[deg] radial; thence west to the 
intersection of the Humble VORTAC 15-mile DME arc and the Humble 
VORTAC 048[deg] radial; thence counterclockwise on the Humble VORTAC 
15-mile DME arc to the intersection of the Humble VORTAC 15-mile DME 
arc and the Humble VORTAC 303[deg] radial; thence west to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 293[deg] radial; thence counterclockwise on the Humble VORTAC 
20-mile DME arc to the intersection of the Humble VORTAC 20-mile DME 
arc and the Humble VORTAC 249[deg] radial; thence east to the 
intersection of the Humble VORTAC 15-mile DME arc and the Humble 
VORTAC 242[deg] radial; thence counterclockwise along the Humble 
VORTAC 15-mile DME arc to lat. 29[deg]43'40'' N., long. 
95[deg]27'40'' W.; thence southwest along SH 59 to the point of 
beginning; and that airspace beginning at the intersection of the 
15-mile arc and the 211[deg] bearing from the point of origin; 
thence clockwise along the 15-mile arc to the intersection of the 
15-mile arc and the 254[deg] bearing from the point of origin; 
thence southwest to the intersection of the 20-mile arc and the 
248[deg] bearing from the point of origin; thence counterclockwise 
along the 20-mile arc from the point of origin to the intersection 
of the 20-mile arc and the 211[deg] bearing from the point of 
origin; thence northeast along the 211[deg] bearing from the point 
of origin to the intersection of the 10-mile arc and the 211[deg] 
bearing from the point of origin; thence counterclockwise along the 
10-mile arc to the intersection of the 10-mile arc and the 156[deg] 
bearing from the point of origin; thence southeast along the 
156[deg] bearing to the 15-mile arc and 156[deg] bearing from the 
point of origin; thence clockwise along the 15-mile arc from the 
point of origin to the point of beginning.
    Area D. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at the 
intersection of SH 59 and the Humble VORTAC 30-mile DME arc; thence 
clockwise along the Humble VORTAC 30-mile DME arc to the 
intersection of the Humble VORTAC 30-mile DME arc and the Humble 
VORTAC 254[deg] radial; thence east to the intersection of the 
Humble VORTAC 20-mile DME arc and the Humble VORTAC 249[deg] radial; 
thence counterclockwise on the Humble VORTAC 20-mile DME arc to the 
intersection of the Humble VORTAC 20-mile DME arc and SH 59; thence 
southwest to and along SH 59 to the intersection of the 15-mile arc 
from the point of origin and SH 59; thence counterclockwise on the 
15-mile arc from the point of origin to the intersection of the 15-
mile arc from the point of origin and the 254[deg] bearing from the 
point of origin; thence southwest to the intersection of the 20-mile 
arc from the point of origin and the 248[deg] bearing from the point 
of origin; thence clockwise on the 20-mile arc from the point of 
origin to the intersection of the 20-mile arc from the point of 
origin and SH 59; thence southwest along SH 59 to the point of 
beginning; and that airspace beginning at the intersection of the 
211[deg] bearing and the 20-mile arc from the point of origin; 
thence northeast to the intersection of the 15-mile arc from the 
point of origin and the 211[deg] bearing from the point of origin; 
thence counterclockwise on the 15-mile arc from the point of origin 
to the intersection of the 15-mile arc from the point of origin and 
I-10; thence east along I-10 to the intersection of the Humble 
VORTAC 20-mile DME arc and I-10; thence counterclockwise on the 
Humble VORTAC 20-mile DME arc to the intersection of the Humble 
VORTAC 20-mile DME arc and the Humble VORTAC 101[deg] radial; thence 
east to the intersection of the Humble VORTAC 30-mile DME arc and 
the Humble VORTAC 096[deg] radial; thence clockwise on the Humble 
VORTAC 30-mile DME arc until the intersection of the Humble VORTAC 
30-mile DME arc and the 20-mile arc from the point of origin; thence 
clockwise on the 20-mile arc from the point of origin to the 
intersection of the 20-mile arc from the point of origin and the 
248[deg] bearing from the point of origin; thence southwest to the 
intersection of the 25-mile arc from the point of origin and the 
245[deg] bearing from the point of origin; thence counterclockwise 
on the 25-mile arc from the point of origin to the intersection of 
the 25-mile arc from the point of origin and the 211[deg] bearing 
from the point of origin; thence northeast on the 211[deg] bearing 
from the point of origin to the point of beginning; and that 
airspace beginning at the intersection of the Humble VORTAC 20-mile 
DME arc and the Humble VORTAC 293[deg] radial; thence west to the 
intersection of the Humble VORTAC 30-mile DME arc and the Humble 
VORTAC 283[deg] radial; thence clockwise along the Humble VORTAC 30-
mile DME arc to the intersection of the Humble VORTAC 30-mile DME 
arc and the Humble VORTAC 067[deg] radial; thence west to the 
intersection of the Humble VORTAC 20-mile DME arc and the Humble 
VORTAC 058[deg] radial; thence counterclockwise along the Humble 
VORTAC 20-mile DME arc to the point of beginning.
    Area E. That airspace extending upward from 2,500 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at the 
intersection of the 15-mile arc from the point of origin and SR 6; 
thence southeast along SR 6 to the intersection of SR 6 and FR 521; 
thence south along FR 521 to the intersection of FR 521 and the 15-
mile arc from the point of origin; thence clockwise along the 15-
mile arc from the point of origin to the point of the beginning.
* * * * *

    Issued in Washington, DC, on April 10, 2003.
Reginald C. Matthews,
Manager, Airspace and Rules Division.
[FR Doc. 03-9504 Filed 4-16-03; 8:45 am]
BILLING CODE 4910-13-P