[Federal Register: August 15, 2002 (Volume 67, Number 158)]
[Rules and Regulations]
[Page 53299-53305]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr15au02-6]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA-2001-9813; Airspace Docket No. 00-AWA-7]
RIN 2120-AA66
Modification of the Memphis International Airport Class B
Airspace Area; TN
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This action modifies the Memphis International Airport (MEM)
Class B airspace area. Specifically, this action reconfigures existing
sub-area boundaries, adds one new sub-area, and lowers the floor of
Class B airspace in certain segments of the Memphis Class B airspace
area. In addition, this modification redescribes the boundaries of the
Memphis Class B airspace area using the Memphis Very High Frequency
Omnidirectional Range Tactical Air Navigation (VORTAC) facility as the
reference point. The FAA is taking this action to more efficiently
align the Memphis Class B airspace area to accommodate simultaneous
parallel instrument landing system (ILS) approach procedures and
simultaneous intersecting runway operations. This change will enhance
safety, reduce the potential for midair collisions, and improve the
management of air traffic operations in the Memphis terminal area.
Further, this effort supports the FAA's National Airspace Redesign
project goal of optimizing terminal and enroute airspace areas to
reduce aircraft delays and improve system capacity.
EFFECTIVE DATE: 0901 UTC, October 3, 2002.
FOR FURTHER INFORMATION CONTACT: Paul Gallant, 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:
Availability of Final Rule
You can get an electronic copy using the Internet by taking the
following steps:
(1) Go to the search function of the Department of Transportation's
electronic Docket Management System (DMS) Web page (http://dms.dot.gov/
search).
(2) On the search page, type in the last four digits of the Docket
Number shown at the beginning of this rule. Click on ``search.''
(3) On the next page, which contains the Docket summary information
for the Docket you selected, click on the document number for the item
you wish to view.
Also an electronic copy of this document can be downloaded from the
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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 Web page 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, Attention: Airspace and Rules Division, ATA-400,
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 NPRM's
or final rules should contact the Federal Aviation Administration,
Office of Rulemaking, (202) 267-9677, to request a copy of Advisory
Circular No. 11-2A, Notice of Proposed Rulemaking Distribution System,
which describes the application procedure.
Related Rulemaking Actions
On May 20, 1970, the FAA published the Designation of Federal
Airways, Controlled Airspace, and Reporting Points Final Rule in the
Federal Register (35 FR 7782). This rule provided for the establishment
of Terminal Control Airspace (TCA) areas (now known as Class B airspace
areas).
On June 21, 1988, the FAA published the Transponder With Automatic
Altitude Reporting Capability Requirement Final Rule in the Federal
Register (53 FR 23356). This rule requires all aircraft to have an
altitude encoding transponder when operating within 30 nautical miles
(NM) of any designated Class B airspace area primary airport from the
surface up to 10,000 feet MSL. This rule excluded those aircraft that
were 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.
[[Page 53300]]
On October 14, 1988, the FAA published the Terminal Control Area
Classification and Terminal Control Area Pilot and Navigation Equipment
Requirements Final Rule in the Federal Register (53 FR 40318). This
rule, in part, requires the pilot-in-command of a civil aircraft
operating within a Class B airspace area to hold at least a private
pilot certificate, except for a student pilot who has received certain
documented training.
On December 17, 1991, the FAA published the Airspace
Reclassification Final Rule in the Federal Register (56 FR 65638). This
rule discontinued the use of the term ``Terminal Control Area'' and
replaced it with the designation ``Class B airspace area.'' This change
in terminology is reflected in 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 major terminals
increase the probability of midair collisions.
In 1970, a study of terminal airspace areas 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 under visual flight rules (VFR) and aircraft operating under
instrument flight rules (IFR). The establishment of Class B airspace
areas provides a method to accommodate increasing numbers 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 (ATC) the increased capability to provide
aircraft separation service, thereby minimizing the mix of controlled
and uncontrolled aircraft.
The standard configuration of Class B airspace areas normally
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
mean sea level (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 configurations may be utilized
contingent on the terrain, adjacent regulatory airspace, and factors
unique to a specific terminal area.
Public Input
On November 7, 2001, the FAA published a notice of proposed
rulemaking (NPRM) in the Federal Register (Airspace Docket No. 00-AWA-
7; 66 FR 56251) proposing to modify the Memphis International Airport
Class B airspace area. The comment period for this NPRM closed on
January 7, 2002.
In response to the notice, the FAA received nine written comments.
All comments received were considered before making a determination on
this final rule. An analysis of the comments received and the FAA's
response are summarized below.
Discussion of Comments
The Aircraft Owners and Pilots Association and the Air Line Pilots
Association submitted comments in support of the proposed
modifications. The Experimental Aircraft Association (EAA) concurred
with the shift of the airspace reference point to the Memphis VORTAC,
but questioned the need for size of the Class B airspace area at
Memphis. EAA submitted an alternative Class B airspace design intended
to better utilize Class B airspace and make the entire area more
accommodating to GA. EAA recommended that the FAA change the MEM Class
B airspace proposal to retain the present Class B airspace
configuration within 20 NM, and extend the Class B airspace area
outward to the 30 NM ring only in four separate sectors (one each to
the north, south, east, and west of the airport) based on the
instrument approach paths for Runways 36/18 and 9/27. EAA termed these
extensions ``key holes.'' EAA also suggested that the remaining Class B
airspace beyond the 20-NM ring, and in between the ``key hole''
extensions, be eliminated. EAA further recommended that the floor of
Class B airspace in Area E extend no lower than 5,000 feet MSL, rather
than the 4,000-foot floor implemented in this rule.
The FAA carefully considered the changes suggested by EAA and
determined that the recommended configuration would not provide
sufficient Class B airspace to ensure the containment of air carrier
operations, and would not facilitate the efficient management of air
traffic operations in the Memphis terminal area. The modifications to
Areas A, B, and C are required to contain aircraft operations during
the use of simultaneous ILS approaches to the north/south parallel
runways and simultaneous intersecting runway operations. The
modifications provide the additional Class B airspace needed by ATC to
ensure the required 1,000 feet vertical separation is maintained while
vectoring multiple aircraft for simultaneous ILS approaches, and to
permit ATC to employ proper intercept angles during these simultaneous
operations. Currently, the initial approach fix (COVIM) for Runway 27
lies within Area C which has a floor of 3,000 feet MSL. Therefore, an
aircraft flying the approach and crossing COVIM at the published
altitude of 1,900 feet MSL is well below the floor of the present Class
B airspace area. The expanded Area B will encompass COVIM within Class
B airspace thereby providing appropriate protection for aircraft flying
the ILS Runway 27 approach. These modifications will not only enable
increased use of simultaneous ILS approaches and simultaneous
intersecting runway operations, but will also enhance the efficiency of
operations in the Memphis terminal area.
The FAA concluded that EAA's suggested ``key hole'' design will
eliminate Class B airspace that currently encompasses all four standard
terminal arrival route (STAR) fixes serving the Memphis International
Airport. Over 90 per cent of the traffic at Memphis International is
air carrier/air taxi aircraft which routinely enter the Memphis
terminal area via one of the four STARs. The deletion of these Class B
airspace segments will also affect airspace used by ATC to vector and
to separate aircraft that are being sequenced for simultaneous parallel
approaches and simultaneous intersecting runway operations, as
mentioned above. Regarding the floor of Class B airspace in Area E, EAA
questioned the need for a base altitude of 4,000 feet MSL extending as
far to the north and south of the Runway 27 instrument approach
corridor as is encompassed by the new Area E. Area E was designed to
meet an increasing traffic demand and to maximize airport capacity at
Memphis. The 4,000-foot-base altitude provides the procedural
capability to more efficiently utilize Runway 27 as an arrival runway.
When Runway 27 arrivals are in progress, the final approach for Runway
27 often extends out to at least 20 NM. The new Area E provides
airspace to more efficiently accommodate the increasing use of Runway
27 for arrivals.
Another commenter agreed with use of the Memphis VORTAC as the
Class B airspace area reference point, but questioned both the present
size of the Memphis Class B airspace area when
[[Page 53301]]
compared to other Class B airspace locations, as well as the
modifications proposed in the NPRM. The commenter endorsed the proposed
design as submitted by EAA. The FAA finds that the determination of a
Class B airspace area's configuration must be airport-specific and is
based on the particular circumstances of the primary airport. A variety
of factors are considered such as the volume of traffic, runway
configuration, arrival and departure routings, adjacent airspace
considerations, etc. The primary purpose of Class B airspace is to
reduce the potential for midair collisions near airports with high
density air traffic operations, and to contribute to the efficiency and
safety of operations in the area. Due to these factors, one cannot
necessarily compare the design of one Class B airspace location against
another. The FAA believes that the modified Memphis Class B airspace
area affords the appropriate Class B airspace protection between
participating and nonparticipating aircraft in the Memphis terminal
area, while considering the needs of all aviation users. The design EAA
recommended was discussed above.
Two comments cited concerns that the proposed modifications would
affect emergency medical service (EMS) helicopter access to and from
various hospitals in and around the Memphis Class B airspace area. The
commenter suggested the use of cutouts or a VFR corridor to accommodate
EMS helicopter operations. The FAA will resolve these concerns by
developing a Letter of Agreement with the operators to accommodate EMS
operations.
One GA pilot wrote that the proposed modifications are unwarranted.
The commenter stated that the modifications would compress existing
traffic and increase the probability of collisions with aircraft trying
to remain clear of Class B airspace. Additionally, the commenter said
that the proposal would cause problems for pilots entering and leaving
the traffic pattern at the Olive Branch Airport (OLV) in Mississippi,
and that egress from OLV to the west is blocked by Class B airspace.
The FAA does not agree with the commenter. The primary purpose of Class
B airspace is to reduce the potential for midair collisions in the
airspace surrounding airports with high-density air traffic operations.
The dimensions of the Memphis Class B airspace area were designed based
on the specific needs of the primary airport and to enhance the
management of air traffic operations in the terminal area. The Area B
modifications were designed to accommodate both simultaneous ILS
approaches to the North/South parallel runways, and instrument
approaches to Runways 9/27 at Memphis. The FAA acknowledges that the
close proximity of OLV to the Memphis International Airport can be a
factor for pilots operating to or from OLV. However, the volume of
traffic and the number of enplaned passengers served by Memphis dictate
the need for this Class B airspace configuration. By designing the
expanded Area B boundaries to exclude OLV, the FAA sought to minimize
possible impact on nonparticipating aircraft operating to and from that
airport. Further, the existing Area B boundary lies in close proximity
to the OLV traffic pattern to the west of the airport. The OLV traffic
pattern altitude is 1,200 feet MSL, while the floor of Area B is 1,800
feet MSL. This allows for continued nonparticipating aircraft
operations to, from, and within the OLV traffic pattern beneath the
Class B airspace floor. Regarding the comment that egress to the west
from OLV is blocked by Class B airspace, the FAA responds that
departing OLV to the west is currently affected by the location of the
existing Area B boundary as well as the Class B airspace surface area
further to the west of OLV. However, since the floor of the modified
Area B remains unchanged at 1,800 feet MSL, egress to the west of OLV
for nonparticipating aircraft is basically the same as exists under the
current Class B airspace configuration.
The remaining two comments were duplicate submissions to the
docket.
The Rule
This amendment to 14 CFR part 71 modifies the Memphis Class B
airspace area. Specifically, this action expands the lateral limits of
Areas A, B, and C, reduces the size of Area D, and establishes a new
Area E. In addition, this modification revises the description of the
Memphis Class B airspace area by using radials and mileages from the
Memphis VORTAC as the reference point instead of the current point-in-
space latitude/longitude positions. Area A is modified to more
efficiently align the lateral dimensions of the surface area and to
provide the additional Class B airspace needed for simultaneous ILS
approach procedures, while accommodating secondary airport operations.
The lateral dimensions of Area B are expanded slightly to ensure the
containment of instrument procedures using a 300-foot-per-mile
gradient, to provide additional airspace for vectoring aircraft for
simultaneous parallel ILS approaches, and to accommodate simultaneous
intersecting runway operations. To the east of the airport, the
expanded Area B boundary is adjusted to exclude the Olive Branch
Airport (OLV). Area C is modified by extending the boundaries of Area C
outward to the Memphis VORTAC 30-mile arc in the segments to the north
and south of the Memphis Airport, thereby incorporating into Area C,
portions of airspace formerly in Area D. The effect of this
modification is the lowering of the floor of Class B airspace from the
current 5,000 feet MSL to 3,000 feet MSL in the airspace incorporated
by the new Area C extensions. This change to Area C is needed to ensure
the efficient use of and containment of simultaneous parallel approach
procedures. As a result of the Area C modification, Area D is reduced
in size. The revised Area D consists only of that airspace generally
between the 20-mile and 30-mile arcs of the Memphis VORTAC, and within
the area bounded by the 199 deg. radial clockwise to the 332 deg.
radial. The remaining portion of the current Area D airspace to the
north and south of the airport is incorporated into the revised Area C.
That portion of the current Area D located to the east of the airport
is incorporated into the new Area E. A new Area E is established to the
east of the airport consisting of airspace that is currently part of
Area D. Area E consists of that airspace generally between the 20-mile
and 30-mile arcs of the Memphis VORTAC, and bounded by the MEM 019 deg.
radial, clockwise to the 151 deg. radial. This change lowers the floor
of Class B airspace in that area from the current 5,000 feet MSL to
4,000 feet MSL. This lower Class B airspace floor, combined with the
lateral extent of Area E is required to contain Runway 27 instrument
approaches and to provide the procedural capability to more efficiently
utilize Runway 27 as an arrival runway.
These modifications to the Memphis Class B airspace area enhance
safety by improving the containment of turbojet aircraft within Class B
airspace and by simplifying navigation in the Memphis terminal area for
aircraft that are not global positioning system-equipped. The
modifications improve flow of traffic and the management of air traffic
operations in the Memphis terminal area. Finally, this action supports
the FAA's National Airspace Redesign project goal of optimizing
terminal and enroute airspace areas to reduce aircraft delays and
improve system capacity.
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 7400.9J, Airspace Designations and Reporting Points,
dated August 31,
[[Page 53302]]
2001, and effective September 16, 2001, which is incorporated by
reference in 14 CFR section 71.1. The Class B airspace area listed in
this document will 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
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.
This final rule will modify the Memphis, TN, Class B airspace by
reconfiguring the sub-area boundaries, adding one new sub-area and
lowering the altitude floor in certain segments of that airspace. In
addition, the FAA will describe the boundaries of the Memphis Class B
airspace area using the Memphis VORTAC as the reference point.
The final rule will generate benefits for system users and the FAA
in the form of enhanced operational efficiency and simplified
navigation in the Memphis terminal area for aircraft that are not
global positioning system-equipped. Since Class B airspace is already
in place at Memphis, and the modifications in this rule are not major
expansions of Class B airspace, minimal costs will be incurred by
aircraft operators. Thus, the FAA has determined that this final rule
will be cost-beneficial.
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (RFA) 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 principle, 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 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 may impose some minimal circumnavigation costs on
some individuals operating in the Memphis area; but the final rule will
not impose any costs on small business 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 Statement
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 international
standards and, where appropriate, that they be the basis for U.S.
standards.
In accordance with the above statute, the FAA has assessed the
potential effect of this final rule and has determined that it will
have only a domestic impact and therefore no effect on any trade-
sensitive activity.
Unfunded Mandates Assessment
The Unfunded Mandates Reform Act of 1995 (the Act), enacted as Pub.
L. 104-4 on March 22, 1995, is intended, among other things, to curb
the practice of imposing unfunded Federal mandates on State, local, and
tribal governments.
Title II of the Act 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 a $100 million or more
expenditure (adjusted annually for inflation) 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.''
This final rule does not contain such a mandate. Therefore, the
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do
not apply.
Paperwork Reduction Act
This rule contains no information collection requests requiring
approval of the Office of Management and Budget pursuant to the
Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)).
Conclusion
In view of the minimal cost of compliance of this final rule and
the enhancements to aviation safety and operational efficiency, the FAA
has determined that this final rule will be cost-beneficial.
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 7400.9J, Airspace Designations and
Reporting Points, dated August 31, 2001, and effective September 16,
2001, is amended as follows:
Paragraph 3000--Subpart B Class B Airspace
* * * * *
[[Page 53303]]
ASO TN B Memphis, TN [Revised]
Memphis International Airport (Primary Airport)
(Lat. 35 deg.02'33" N., long. 89 deg.58'36" W.)
Memphis VORTAC (MEM)
(Lat. 35 deg.00'54" N., long. 89 deg.59'00" W.)
Boundaries
Area A. That airspace extending upward from the surface to and
including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the MEM 090 deg. radial and the MEM
5-mile arc; thence clockwise along the 5-mile arc to the MEM
270 deg. radial; thence west along the 270 deg. radial to the 8-mile
arc; thence clockwise along the 8-mile arc to the MEM 090 deg.
radial; thence west along the 090 deg. radial to the point of
beginning.
Area B. That airspace extending upward from 1,800 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the MEM 090 deg. radial and the MEM
12-mile arc; thence west along the 090 deg. radial to the MEM 9-mile
arc; thence clockwise along the 9-mile arc to the MEM 111 deg.
radial; thence southeast along the 111 deg. radial to the MEM 12-
mile arc; thence clockwise along the 12-mile arc to the MEM 134 deg.
radial; thence southeast along the 134 deg. radial to the MEM 16-
mile arc; thence clockwise along the 16-mile arc to the MEM 217 deg.
radial; thence northeast along the 217 deg. radial to the MEM 12-
mile arc thence clockwise along the 12-mile arc to the MEM 313 deg.
radial; thence northwest along the 313 deg. radial to the MEM 16-
mile arc; thence clockwise along the 16-mile arc to the MEM 038 deg.
radial; thence southwest along the 038 deg. radial to the MEM 12-
mile arc; thence clockwise along the 12-mile arc to the point of
beginning.
Area C. That airspace extending upward from 3,000 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the MEM 019 deg. radial and the MEM
30-mile arc; thence southwest along the 019 deg. radial to the MEM
20-mile arc; thence clockwise along the 20-mile arc to the MEM
151 deg. radial; thence southeast along the 151 deg. radial to the
151 deg. radial at 27 miles; thence via a line drawn southwestward
to the intersection of the MEM 163 deg. radial and the MEM 30-mile
arc; thence clockwise along the 30-mile arc to the MEM 199 deg.
radial; thence northeast along the 199 deg. radial to the MEM 20-
mile arc; thence clockwise along the 20-mile arc to the MEM 332 deg.
radial; thence northwest along the 332 deg. radial to the 332 deg.
radial at 29 miles; thence via a line drawn northeastward to the
intersection of the MEM 338 deg. radial and the MEM 30-mile arc;
thence clockwise along the 30-mile arc to the point of beginning.
Area D. That airspace extending upward from 5,000 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the MEM 199 deg. radial and the MEM
20-mile arc; thence southwest along the 199 deg. radial to the MEM
30-mile arc; thence clockwise along the 30-mile arc to the MEM
302 deg. radial; thence via a line drawn northeastward to the MEM
332 deg. radial at 29 miles; thence southeast along the MEM 332 deg.
radial to the MEM 20-mile arc; thence counterclockwise along the 20-
mile arc to the point of beginning.
Area E. That airspace extending upward from 4,000 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the MEM 019 deg. radial and the MEM
30-mile arc; thence clockwise along the 30-mile arc to the MEM
103 deg. radial; thence via a line drawn southwestward to the MEM
151 deg. radial at 27 miles; thence northwest along the 151 deg.
radial to the MEM 20-mile arc; thence counterclockwise along the 20-
mile arc to the MEM 019 deg. radial; thence northeast along the
019 deg. radial to the point of beginning.
* * * * *
Issued in Washington, DC, on August 7, 2002.
Reginald C. Matthews,
Manager, Airspace and Rules Division.
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[[Page 53304]]
[GRAPHIC] [TIFF OMITTED] TR15AU02.004
[[Page 53305]]
[FR Doc. 02-20764 Filed 8-14-02; 8:45 am]
BILLING CODE 4910-13-P