[Federal Register Volume 78, Number 207 (Friday, October 25, 2013)]
[Rules and Regulations]
[Pages 63861-63865]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2013-24983]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2012-1296; Airspace Docket No. 09-AWA-1]
RIN 2120-AA66


Modification of Class B Airspace; Minneapolis, MN

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action amends the Minneapolis, MN, Class B airspace area 
to contain large turbine-powered aircraft conducting published 
instrument procedures at the Minneapolis-St. Paul International Airport 
(MSP), MN, within Class B airspace. The FAA is taking this action to 
ensure containment of aircraft being vectored to and conducting dual 
Simultaneous Instrument Landing System (SILS) approaches to parallel 
Runways 12L/R and 30L/R; aircraft being vectored to and conducting 
approaches to Runway 35; and, aircraft being re-sequenced from 
approaches to Runway 35 to approaches to Runway 30L. This action 
supports the FAA's national airspace redesign goal of optimizing 
terminal and en route airspace areas to enhance safety, improving the 
flow of air traffic, and reducing the potential for near midair 
collision in terminal airspace areas.

DATES: Effective Date: 0901 UTC, January 9, 2014. The Director of the 
Federal Register approves this incorporation by reference action under 
3 CFR part 51, subject to the annual revision of FAA Order 7400.9 and 
publication of conforming amendments.

FOR FURTHER INFORMATION CONTACT: Colby Abbott, Airspace Policy and ATC 
Procedures Group, Office of Airspace Services, Federal Aviation 
Administration, 800 Independence Avenue SW., Washington, DC 20591; 
telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION: 

History

    On February 14, 2013, the FAA published in the Federal Register a 
notice of proposed rulemaking (NPRM) to modify the Minneapolis Class B 
airspace area (78 FR 10564). This action proposed to expand the lateral 
boundaries and lower portions of the Minneapolis Class B airspace to 
contain large turbine-powered aircraft flying dual SILS procedures and 
associated traffic patterns to Runways 12L/R and 30L/R, flying 
instrument procedures and associated traffic patterns to Runway 35, and 
re-sequencing these aircraft from flying instrument procedures to 
Runway 35 to instrument procedures to Runway 30L within Class B 
airspace. Interested parties were invited to participate in this 
rulemaking effort by submitting written comments on the proposed 
action. No comments were received in response to the notice.

The Rule

    The FAA is amending Title 14 of the Code of Federal Regulations (14 
CFR) part 71 by modifying the Minneapolis, MN, Class B airspace area. 
This action (depicted on the chart in Figure 1--Modification of the 
Minneapolis, MN Class B Airspace Area) modifies the lateral and 
vertical limits of the Class B airspace to ensure the containment of 
large turbine-powered aircraft and enhance safety in the Minneapolis 
terminal area. The Class B airspace extensions, located northwest and 
southeast of MSP, are expanded by approximately one nautical mile (NM) 
further southwest. Several portions of Class B airspace, located west, 
northwest, and east of MSP, that are adjacent to the Class B airspace 
extensions are lowered by 1,000 feet to 6,000 feet MSL. There are 
several changes to the Class B airspace area that is located south-
southeast of MSP. Its outer boundary is realigned by one NM from the 
Minneapolis-St. Paul International (Wold-Chamberlain) Airport Distance 
Measuring Equipment (DME) Antenna (I-MSP DME) 25 NM arc to the 24 NM 
arc. It is lowered by 1,000 feet to 6,000 feet MSL and combined with 
the adjacent Class B airspace area located south of MSP. Additionally, 
the Class B airspace boundary segment described by the Gopher VHF 
omnidirectional range (VOR)/tactical air navigation (VORTAC) (GEP) 
160[deg] radial is moved to the GEP 158[deg] radial. These 
modifications provide the minimum additional airspace necessary to 
contain large turbine-powered aircraft conducting instrument procedures 
within Class B airspace.
    Except for Areas A through C, which are unchanged by this action, 
the remaining Minneapolis Class B airspace subareas are reconfigured 
and realigned by geographic position in relation to the

[[Page 63862]]

I-MSP DME antenna. This action modifies three of the six original 
subareas (D through F) and adds four new subareas (G through J). The 
specific modifications to the Minneapolis, MN Class B airspace area are 
outlined below.
    Area A. Area A is the surface area that extends upward from the 
surface to 10,000 feet MSL. The FAA is not modifying Area A.
    Area B. Area B extends upward from 2,300 feet MSL to 10,000 feet 
MSL. The FAA is not modifying Area B.
    Area C. Area C extends upward from 3,000 feet MSL to 10,000 feet 
MSL. The FAA is not modifying Area C.
    Area D. Area D extends upward from 4,000 feet MSL to 10,000 feet 
MSL. The southern boundary of the extensions in this area are expanded 
approximately 1 NM further southwest. This modification ensures 
aircraft flying the southern traffic pattern downwind legs for Runway 
12R and 30L instrument procedures are contained within Class B 
airspace.
    Area E. Area E extends upward from 6,000 feet MSL to 10,000 feet 
MSL between the GEP 295[deg] radial clockwise to the GEP 352[deg] 
radial and the 20 NM to 30 NM arcs from the I-MSP DME. The lower Class 
B airspace floor in this area ensures large turbine-powered aircraft 
that require longer distances to descend for sequencing to SILS 
procedures to Runways 12L/R are contained within Class B airspace.
    Area F. Area F extends upward from 7,000 feet MSL to 10,000 feet 
MSL between the GEP 085[deg] radial clockwise to the GEP 105[deg] 
radial and the 20 NM to 30 NM arcs from the I-MSP DME. The FAA is not 
modifying the Class B airspace in this area.
    Area G. Area G extends upward from 6,000 feet MSL to 10,000 feet 
MSL between the GEP 105[deg] radial clockwise to the GEP 115[deg] 
radial and the 20 NM to 30 NM arcs from the I-MSP DME. The lower Class 
B airspace floor in this area ensures large turbine-powered aircraft 
that require longer distances to descend for sequencing to SILS 
procedures to Runways 30L/R are contained within Class B airspace.
    Area H. Area H extends upward from 6,000 feet MSL to 10,000 feet 
MSL. This new subarea realigns a segment of the boundary from the GEP 
160[deg] radial to the GEP 158[deg] radial, realigns a second segment 
of the boundary from the I-MSP DME 25 NM arc to the I-MSP DME 24 NM 
arc, and lowers the Class B airspace floor throughout the area to 
ensure large turbine-powered aircraft flying instrument procedures to 
Runway 35, as well as aircraft re-sequenced from Runway 35 to Runway 
30L instrument procedures, are contained within Class B airspace.
    Area I. Area I extends upward from 7,000 feet MSL to 10,000 feet 
MSL between the GEP 170[deg] radial clockwise to the Flying Cloud VOR/
DME navigation aid (FCM) 270[deg] radial and the 20 NM to 30 NM arcs 
from the I-MSP DME. The FAA is not modifying the Class B airspace in 
this area.
    Area J. Area J extends upward from 6,000 feet MSL to 10,000 feet 
MSL between the FCM 270[deg] radial clockwise to the FCM 294[deg] 
radial and the 20 NM to 30 NM arcs from the I-MSP DME. The lower Class 
B airspace floor in this area ensures large turbine-powered aircraft 
that require longer distances to descend for sequence to SILS 
approaches to Runways 12L/R are contained within Class B airspace.
    Finally, this action updates the Minneapolis-St. Paul International 
(Wold-Chamberlain) Airport airport reference point (ARP), the Gopher 
VORTAC, the Flying Cloud VOR/DME, and the Minneapolis-St. Paul 
International (Wold-Chamberlain) Airport DME antenna geographic 
coordinates (latitude/longitude) to reflect current NAS data is 
reflected in the Minneapolis Class B airspace area legal description 
header. All radials listed in the Minneapolis Class B airspace area 
description in this rule are stated in degrees relative to True North. 
All geographic coordinates are stated in degrees, minutes, and seconds 
based on North American Datum 83.
    Implementation of these modifications to the Minneapolis Class B 
airspace area ensure containment of large turbine-powered aircraft 
within Class B airspace as required by FAA directives to enhance safety 
and efficient management of aircraft operations in the Minneapolis 
terminal area.
    Class B airspace areas are published in paragraph 3000 of FAA Order 
7400.9X, Airspace Designations and Reporting Points, dated August 7, 
2013, and effective September 15, 2013, which is incorporated by 
reference in 14 CFR 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 and Executive Order 13563 
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 of 
1980 (Pub. L. 96-354) requires agencies to analyze the economic impact 
of regulatory changes on small entities. Third, the Trade Agreements 
Act (Pub. L. 96-39) prohibits agencies from setting standards that 
create unnecessary obstacles to the foreign commerce of the United 
States. In developing U.S. standards, the Trade Act requires agencies 
to consider international standards and, where appropriate, that they 
be the basis of U.S. standards. Fourth, the Unfunded Mandates Reform 
Act of 1995 (Pub. L. 104-4) requires agencies to prepare a written 
assessment of the costs, benefits, and other effects of proposed or 
final rules that include a Federal mandate likely to result in the 
expenditure by State, local, or tribal governments, in the aggregate, 
or by the private sector, of $100 million or more annually (adjusted 
for inflation with base year of 1995).
    This portion of the preamble summarizes the FAA's analysis of the 
economic impacts of this final rule.
    Department of Transportation Order DOT 2100.5 prescribes policies 
and procedures for simplification, analysis, and review of regulations. 
If the expected cost impact is so minimal that a proposed or final rule 
does not warrant a full evaluation, this order permits that a statement 
to that effect and the basis for it be included in the preamble if a 
full regulatory evaluation of the cost and benefits is not prepared. 
Such a determination has been made for this final rule. The reasoning 
for this determination follows:
    This action modifies the Minneapolis, MN, Class B airspace area to 
contain large turbine-powered aircraft conducting published instrument 
procedures within Class B airspace, and reduce the potential for midair 
collisions. Given the former boundaries and changes in MSP traffic 
flows and aircraft descent profiles since the last restructuring, 
instrument flight rules (IFR) flights were not contained within Class B 
airspace. This amendment restructures the airspace to ensure 
containment of these aircraft within Class B airspace, which will 
reduce the potential for midair collisions in the terminal area. The 
amendment will also reduce controller workload by reducing the number 
of Class B airspace excursions. The restructuring accommodates aircraft 
approaches on flight paths that were close to the Class B airspace 
boundaries, by moving these boundaries slightly. Also, since the last 
restructuring of the airspace, the fleet mix has changed from more 
rapidly descending aircraft to turbojets with more ``efficient wings'' 
which require a longer time to descend. To better contain these new 
turbojets, the

[[Page 63863]]

amendment lowers the floor of the Class B airspace in the areas where 
arriving aircraft currently drop beneath the floor of Class B airspace 
so they will be contained. The original Class B airspace design did not 
contain a portion of one of the Final Approach Courses (FACs) within 
the existing Class B airspace and consequently aircraft traveling along 
this FAC exit Class B airspace for part of the descent. The final rule 
moves the Class B boundary and lowers the floor in this portion of the 
airspace so that aircraft using this FAC will be contained within Class 
B airspace.
    The FAA expects that these changes will have little impact on 
Visual Flight Rules (VFR) traffic as VFR aircraft will have the 
alternatives of flying under or over the redesigned Class B or through 
it with clearance from air traffic control. The Ad Hoc Committee which 
was formed to review the Class B airspace proposal and provide feedback 
to the FAA reported most of the proposed changes would have little or 
no impact on the aviation community they represented, including non-
participating VFR aircraft, with the exception of the cutout near 
Stanton Airfield. The committee did however indicate the proposed 
modifications would impact the Minnesota Soaring Club and Stanton Sport 
Aviation operations and provided six recommendations to alleviate the 
potential impact. Additionally, the FAA held several fact finding 
informal airspace meetings. As a result of the Ad Hoc Committee and 
informal airspace meeting inputs, the FAA incorporated those 
recommendations and comments that supported containment of IFR traffic 
within Class B airspace with an expected minimal impact on non-
participatory VFR operations. The FAA anticipates that these 
modifications will continue to allow sufficient airspace for VFR 
operations in the vicinity of the Minneapolis Class B airspace area.
    In the NPRM, the FAA found that the expected outcome would be a 
minimal impact with positive net benefits, and a full regulatory 
evaluation was not prepared. The FAA requested comments with supporting 
justification about the FAA determination of minimal impact in the 
NPRM. The FAA received no comments on the minimal cost determination.
    Therefore, the FAA has determined that this final rule is not a 
``significant regulatory action'' as defined in section 3(f) of 
Executive Order 12866, and is not ``significant'' as defined in DOT's 
Regulatory Policies and Procedures.

Final Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA) 
establishes ``as a principle of regulatory issuance that agencies shall 
endeavor, consistent with the objectives of the rule and of applicable 
statutes, to fit regulatory and informational requirements to the scale 
of the businesses, organizations, and governmental jurisdictions 
subject to regulation. To achieve this principle, agencies are required 
to solicit and consider flexible regulatory proposals and to explain 
the rationale for their actions to assure that such proposals are given 
serious consideration.'' The RFA 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 rule will 
have a significant economic impact on a substantial number of small 
entities. If the agency determines that it will, the agency must 
prepare a regulatory flexibility analysis as described in the RFA.
    However, if an agency determines that a rule is not expected to 
have a significant economic impact on a substantial number of small 
entities, section 605(b) of the RFA provides that the head of the 
agency may so certify and a regulatory flexibility analysis is not 
required. The certification must include a statement providing the 
factual basis for this determination, and the reasoning should be 
clear.
    This final rule is expected to improve safety by redefining Class B 
airspace boundaries and will impose only minimal costs. This final rule 
is expected to cause little impact on VFR traffic. VFR traffic that 
might have been flying in airspace that will be re-designated as Class 
B airspace will continue to have the option of flying above or below 
the proposed Class B airspace or obtaining clearance to fly through. 
This final amendment will not require updating of materials outside the 
normal update cycle. Therefore, the expected outcome will be a minimal 
economic impact on small entities affected by this rulemaking action.
    In the NPRM, the FAA certified that the proposed rule, if 
promulgated, would not have a significant impact on a substantial 
number of small entities. The FAA solicited comments regarding this 
determination. The FAA received no comments regarding this 
determination.
    If an agency determines that a rulemaking will not result in a 
significant economic impact on a substantial number of small entities, 
the head of the agency may so certify under section 605(b) of the RFA. 
Therefore, as provided in section 605(b), the head of the FAA certifies 
that this rulemaking will not result in a significant economic impact 
on a substantial number of small entities.

International Trade Impact Assessment

    The Trade Agreements Act of 1979 (Pub. L. 96-39), as amended by the 
Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal 
agencies from establishing standards or engaging in related activities 
that create unnecessary obstacles to the foreign commerce of the United 
States. Pursuant to these Acts, the establishment of standards is not 
considered an unnecessary obstacle to the foreign commerce of the 
United States, so long as the standard has a legitimate domestic 
objective, such as the protection of safety, and does not operate in a 
manner that excludes imports that meet this objective. The statute also 
requires consideration of international standards and, where 
appropriate, that they be the basis for U.S. standards. The FAA 
assessed the potential effect of this proposed rule, in the NPRM, and 
determined that it would have only a domestic impact and therefore no 
effect on international trade.
    The FAA received no comments on this determination. Therefore, the 
FAA determines that this final rule will have only a domestic impact 
and therefore no effect on international trade.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement 
assessing the effects of any Federal mandate in a proposed or final 
agency rule that may result in an expenditure of $100 million or more 
(in 1995 dollars) in any one year by State, local, and tribal 
governments, in the aggregate, or by the private sector; such a mandate 
is deemed to be a ``significant regulatory action.'' The FAA currently 
uses an inflation-adjusted value of $143.1 million in lieu of $100 
million.
    This final rule does not contain such a mandate. Therefore, the 
requirements of Title II of the Act do not apply.

Environmental Review

    The FAA has determined that this action qualifies for categorical 
exclusion under the National Environmental Policy Act in accordance 
with FAA Order 1050.1E, ``Environmental Impacts: Policies and 
Procedures,'' paragraph 311a. This airspace action is

[[Page 63864]]

not expected to cause any potentially significant environmental 
impacts, and no extraordinary circumstances exist that warrant 
preparation of an environmental assessment.

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, B, C, D, AND E AIRSPACE AREAS; AIR 
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

0
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]

0
2. The incorporation by reference in 14 CFR 71.1 of the Federal 
Aviation Administration Order 7400.9X, Airspace Designations and 
Reporting Points, dated August 7, 2013, and effective September 15, 
2013, is amended as follows:

Paragraph 3000 Subpart B--Class B Airspace

* * * * *

AGL MN B Minneapolis, MN [Amended]

Minneapolis-St. Paul International (Wold-Chamberlain) Airport 
(Primary Airport)
    (Lat. 44[deg]52'55'' N., long. 93[deg]13'18'' W.)
Gopher VORTAC
    (Lat. 45[deg]08'44'' N., long. 93[deg]22'23'' W.)
Flying Cloud VOR/DME
    (Lat. 44[deg]49'31'' N., long. 93[deg]26'34'' W.)
Minneapolis-St. Paul International (Wold-Chamberlain) Airport DME 
Antenna (I-MSP DME)
    (Lat. 44[deg]52'27'' N., long. 93[deg]12'21'' W.)

Boundaries

    Area A. That airspace extending upward from the surface to and 
including 10,000 feet MSL within a 6 NM radius of I-MSP DME.
    Area B. That airspace extending upward from 2,300 feet MSL to 
and including 10,000 feet MSL within an 8.5 NM radius of I-MSP DME, 
excluding Area A previously described.
    Area C. That airspace extending upward from 3,000 feet MSL to 
and including 10,000 feet MSL within a 12 NM radius of I-MSP DME, 
excluding Area A and Area B previously described.
    Area D. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20 NM arc of the I-MSP DME and 
the Gopher VORTAC 301[deg] radial; thence clockwise along the 20 NM 
arc of the I-MSP DME to the Gopher VORTAC 121[deg] radial; thence 
southeast along the Gopher VORTAC 121[deg] radial to the 30 NM arc 
of the I-MSP DME; thence clockwise along the 30 NM arc of the I-MSP 
DME to the Flying Cloud VOR/DME 124[deg] radial; thence northwest 
along the Flying Cloud VOR/DME 124[deg] radial to the 20 NM arc of 
the I-MSP DME; thence clockwise along the 20 NM are of the I-MSP DME 
to the Flying Cloud VOR/DME 295[deg] radial; thence northwest along 
the Flying Cloud VOR/DME 295[deg] radial to the 30 NM arc of the I-
MSP DME; thence clockwise along the 30 NM arc of the I-MSP DME to 
the Gopher VORTAC 301[deg] radial; thence southeast along the Gopher 
VORTAC 301[deg] radial to the point of beginning, excluding Area A, 
Area B, and Area C previously described.
    Area E. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20 NM arc of the I-MSP DME and 
the Gopher VORTAC 301[deg] radial; thence clockwise along the 20 NM 
arc of the I-MSP DME to the Gopher VORTAC 358[deg] radial; thence 
north along the Gopher VORTAC 358[deg] radial to the 30 NM arc of 
the I-MSP DME; thence counterclockwise along the 30 NM arc of the I-
MSP DME to the Gopher VORTAC 301[deg] radial; thence southeast along 
the Gopher VORTAC 301[deg] radial to the point of beginning.
    Area F. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20 NM arc of the I-MSP DME and 
the Gopher VORTAC 091[deg] radial; thence clockwise along the 20 NM 
arc of the I-MSP DME to the Gopher VORTAC 111[deg] radial; thence 
southeast along the Gopher VORTAC 111[deg] radial to the 30 NM arc 
of the I-MSP DME; thence counterclockwise along the 30 NM arc of the 
I-MSP DME to the Gopher VORTAC 091[deg] radial; thence west along 
the Gopher VORTAC 091[deg] radial to the point of beginning.
    Area G. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20 NM arc of the I-MSP DME and 
the Gopher VORTAC 111[deg] radial; thence clockwise along the 20 NM 
arc of the I-MSP DME to the Gopher VORTAC 121[deg] radial; thence 
southeast along the Gopher VORTAC 121[deg] radial to the 30 NM arc 
of the I-MSP DME; thence counterclockwise along the 30 NM arc of the 
I-MSP DME to the Gopher VORTAC 111[deg] radial; thence northwest 
along the Gopher VORTAC 111[deg] radial to the point of beginning.
    Area H. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20 NM arc of the I-MSP DME and 
the Flying Cloud VOR/DME 124[deg] radial; thence clockwise along the 
20 NM arc of the I-MSP DME to the Gopher VORTAC 176[deg] radial; 
thence south along the Gopher VORTAC 176[deg] radial to the 30 NM 
arc of the I-MSP DME; thence counterclockwise along the 30 NM arc of 
the I-MSP DME to the Gopher VORTAC 164[deg] radial; thence north 
along the Gopher VORTAC 164[deg] radial to the 24 NM arc of the I-
MSP DME; thence counterclockwise along the 24 NM arc of the I-MSP 
DME to the Flying Cloud VOR/DME 124[deg] radial; thence northwest 
along the Flying Cloud VOR/DME 124[deg] radial to the point of 
beginning.
    Area I. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20 NM arc of the I-MSP DME and 
the Gopher VORTAC 176[deg] radial; thence clockwise along the 20 NM 
arc of the I-MSP DME to the Flying Cloud VOR/DME 271[deg] radial; 
thence west along the Flying Cloud VOR/DME 271[deg] radial to the 30 
NM arc of the I-MSP DME; thence counterclockwise along the 30 NM arc 
of the I-MSP DME to the Gopher VORTAC 176[deg] radial; thence north 
along the Gopher VORTAC 176[deg] radial to the point of beginning.
    Area J. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the intersection of the 20 NM arc of the I-MSP DME and 
the Flying Cloud VOR/DME 271[deg] radial; thence clockwise along the 
20 NM arc of the I-MSP DME to the Flying Cloud VOR/DME 295[deg] 
radial; thence northwest along the Flying Cloud VOR/DME 295[deg] 
radial to the 30 NM arc of the I-MSP DME; thence counterclockwise 
along the 30 NM arc of the I-MSP DME to the Flying Cloud 271[deg] 
radial; thence east along the Flying Cloud 271[deg] radial to the 
point of beginning.

    Issued in Washington, DC, on September 25, 2013.
Gary A. Norek,
Manager, Airspace Policy and ATC Procedures Group.
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[FR Doc. 2013-24983 Filed 10-24-13; 8:45 am]
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