Federal Register / Vol. 71, No. 198 / Friday, October 13, 2006 / Rules and Regulations 60419 

Docket at the location provided under 

the caption ADDRESSES. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (14 CFR part 39) as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 2. Section 39.13 is amended by adding 

the following new airworthiness 

directive: 

2006–21–04 Empresa Brasileira De 

Aeronautica S.A. (EMBRAER): 

Amendment 39–14788. Docket 2004– 

NM–36–AD. 

Applicability: Model EMB–145XR 

airplanes, as listed in EMBRAER Service 

Bulletin 145–30–0035, Revision 03, dated 

March 8, 2005; and Model EMB–135BJ 

airplanes, as listed in EMBRAER Service 

Bulletin 145LEG–30–0002, Revision 01, 

dated January 4, 2005; certificated in any 

category. 

Compliance: Required as indicated, unless 

accomplished previously. 

To prevent undetected build-up of clear ice 

on the wing surfaces, which could lead to 

reduced controllability of the airplane, 

accomplish the following: 

Modification of Clear-Ice Indication System 

(a) For Model EMB–145XR airplanes: 

Within 24 months or 5,000 flight hours after 

the effective date of this AD, whichever 

comes first, perform the actions specified in 

paragraphs (a)(1) and (a)(2) of this AD, as 

applicable, in accordance with the 

Accomplishment Instructions of EMBRAER 

Service Bulletin 145–30–0035, Revision 03, 

dated March 8, 2005. 

(1) Install complete electrical connections 

and provisions to add an additional 

indication device to the clear-ice indication 

system, as specified in Part I of the 

Accomplishment Instructions of the service 

bulletin. 

(2) Replace the existing clear-ice indication 

lamp with a new lamp having a new part 

number, as specified in Part II of the 

Accomplishment Instructions of the service 

bulletin. 

(b) For Model EMB–135BJ airplanes: 

Within 24 months or 5,000 flight hours after 

the effective date of this AD, whichever 

comes first, perform the actions in 

paragraphs (b)(1), (b)(2), (b)(3), and (b)(4) of 

this AD, as applicable, in accordance with 

the Accomplishment Instructions of 

EMBRAER Service Bulletin 145LEG–30– 

0002, Revision 01, dated January 4, 2005. 

(1) Install complete electrical connections 

and provisions to add an additional 

indication device to the clear-ice indication 

system, as specified in Part I of the 

Accomplishment Instructions of the service 

bulletin. 

(2) Modify the electrical connections of 

factory-provisioned airplanes to add an 

additional indication device to the clear-ice 

indication system, as specified in Part II of 

the Accomplishment Instructions of the 

service bulletin. 

(3) Remove the ‘‘Clear-Ice Inoperative’’ 

placard and reactivate the clear-ice 

additional indicator lamp, as specified in 

Part III of the Accomplishment Instructions 

of the service bulletin. 

(4) Replace the existing clear-ice indicator 

lamp with a new, improved lamp having a 

new part number, as specified in Part IV or 

V of the Accomplishment Instructions of the 

service bulletin. 

Actions Accomplished Per Previous Issues of 

Service Bulletins 

(c) Actions accomplished before the 

effective date of this AD in accordance with 

EMBRAER Service Bulletin 145–30–0035, 

Revision 02, dated January 6, 2005, are 

considered acceptable for compliance with 

the corresponding actions specified in this 

AD. 

Alternative Methods of Compliance 

(d)(1) In accordance with 14 CFR 39.19, the 

Manager, International Branch, ANM–116, 

FAA, Transport Airplane Directorate, is 

authorized to approve alternative methods of 

compliance for this AD. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Note 1: The subject of this AD is addressed 

in Brazilian airworthiness directive 2004–01– 

01, effective January 27, 2004. 

Incorporation by Reference 

(e) Unless otherwise specified in this AD, 

the actions must be done in accordance with 

EMBRAER Service Bulletin 145–30–0035, 

Revision 03, dated March 8, 2005; or 

EMBRAER Service Bulletin 145LEG–30– 

0002, Revision 01, dated January 4, 2005; as 

applicable. This incorporation by reference 

was approved by the Director of the Federal 

Register in accordance with 5 U.S.C. 552(a) 

and 1 CFR part 51. To get copies of this 

service information, contact Empresa 

Brasileira de Aeronautica S.A. (EMBRAER), 

P.O. Box 343—CEP 12.225, Sao Jose dos 

Campos—SP, Brazil. To inspect copies of this 

service information, go to the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue, 

SW., Renton, Washington; or to the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at the NARA, call (202) 741– 

6030, or go to http://www.archives.gov/ 

federal_register/code_of_federal_regulations/ 

ibr_locations.html. 

Effective Date 

(f) This amendment becomes effective on 

November 17, 2006. 

Issued in Renton, Washington, on October 

4, 2006. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E6–16895 Filed 10–12–06; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2006–25831; Airspace 

Docket No. 06–AWA–1] 

RIN 2120–AA66 

Modification of the Class B Airspace 

Area; Atlanta, GA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: This action makes minor 

modifications to the floor of the Atlanta, 

GA, Class B airspace area in order to 

contain large, turbine-powered aircraft 

within Class B airspace during 

simultaneous triple instrument landing 

system (STILS) operations at the 

Hartsfield-Jackson Atlanta International 

Airport (ATL). In addition, this action 

makes two editorial changes to the 

Atlanta Class B airspace legal 

description. The FAA is taking this 

action to enhance safety and to prevent 

significant air traffic delays in the 

National Airspace System (NAS). 

DATES: Effective 0901 UTC, October 26, 

2006. Comments must be received on or 

before November 27, 2006. The Director 

of the Federal Register approves this 

incorporation by reference action under 

1 CFR part 51, subject to the annual 

revision of FAA Order 7400.9 and 

publication of conforming amendments. 

ADDRESSES: Address your comments in 

triplicate to the Docket Management 

System, U.S. Department of 

Transportation, Room Plaza 401, 400 

Seventh Street, SW., Washington, DC 

20590–0001. You must identify FAA 

Docket No. FAA–2006–25831 and 

Airspace Docket No. 06–AWA–1, at the 

beginning of your comments. You may 

also submit comments through the 

Internet at http://dms.dot.gov. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace and Rules, Office of 

System Operations Airspace and AIM, 

Federal Aviation Administration, 800 

Independence Avenue, SW., 


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60420 Federal Register / Vol. 71, No. 198 / Friday, October 13, 2006 / Rules and Regulations 

Washington, DC 20591; telephone: (202) 

267–8783. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA is adopting this final rule 

without prior notice and comment. The 

Regulatory Policies and Procedures of 

the Department of Transportation (DOT) 

(44 FR 1134; February 26, 1979) provide 

that to the maximum extent possible, 

operating administrations for the DOT 

should provide an opportunity for 

public comment on regulations issued 

without prior notice. Accordingly, we 

invite interested persons to participate 

in this rulemaking by submitting such 

written date, views, or arguments, as 

they may desire. 

Communications should identify both 

docket numbers (FAA Docket No. FAA– 

2006–25831 and Airspace Docket No. 

06–AWA–1) and be submitted in 

triplicate to the Docket Management 

System (see ADDRESSES section for 

address and phone number). You may 

also submit comments through the 

Internet at http://dms.dot.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to FAA 

Docket No. FAA–2006–25831 and 

Airspace Docket No. 06–AWA–1.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

Availability of Final Rule 

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 

Federal Register’s Web page at http:// 

www.gpoaccess.gov/fr/index.html. You 

may review the public docket 

containing the final rule and any 

comments received in person in the 

Dockets Office (see ADDRESSES section 

for address and phone number) between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

Background 

On May 27, 2006, a new runway (10/ 

28) was commissioned at ATL. The new 

runway allowed the introduction of 

simultaneous triple arrival operations at 

Atlanta which led to a significant 

decrease in arrival delays at the airport. 

For example, arrival delays in June 2006 

were 1,349 compared to 5,401 in June 

2005 (Note: triple arrivals did not 

actually begin at Atlanta until June 8, 

2006). In July 2006, arrival delays were 

257 as opposed to 8,059 delays in July 

2005. August 2006 recorded 323 delays 

versus 7,352 in August 2005. 

Additionally, since the start of triple 

arrival procedures, ground delay 

programs for aircraft destined to Atlanta 

decreased (from 42 in July/August 2005 

to zero in July/August 2006), miles-intrail restrictions were reduced for 

adjacent air route traffic control centers, 

and on-time performance for Atlanta’s 

customers saw significant improvement. 

Initial modeling of the new 

procedures, conducted several years 

ago, indicated that STILS approaches 

could be accomplished within the 

confines of the current Class B airspace 

configuration. Further modeling, 

conducted in the fall of 2005, indicated 

that the volume of arrivals to the north 

runway (8L/26R) would have to be 

managed, but aircraft could still be 

contained within the confines of Class 

B airspace. However, after the actual 

implementation of STILS approaches in 

June 2006, it was found that when 

STILS approaches were conducted 

during those periods when both peak 

traffic volume and instrument flight 

rules (IFR) weather conditions existed, 

aircraft on approach to Runway 8L/26R 

would exit and reenter Class B airspace 

when between 25 and 20 nautical miles 

(NM) from the airport. Experience 

showed that, when STILS was in 

progress in IFR conditions and the 

traffic volume was running at the 

airport’s maximum efficiency arrival 

rate, airspace constraints made it 

necessary for air traffic control to place 

the Runway 8L/26R arrivals at 5,000 feet 

MSL in order to provide proper 

separation from aircraft on approach to 

the center runway. An aircraft at 5,000 

feet MSL on final approach to Runway 

8L/26R will exit Class B airspace 

northeast or northwest of Atlanta 

(depending on the landing direction) 

when between 25 and 20 NM from the 

airport. This occurs because the floor of 

the existing Class B airspace is 6,000 

feet MSL between 25 and 20 NM. At the 

20 NM point, the Class B airspace floor 

drops to 3,500 feet MSL so arriving 

aircraft reenter Class B airspace at that 

point. With the current Class B airspace 

configuration, approximately 300–400 

aircraft per day would leave and reenter 

Class B airspace when STILS operations 

are conducted during less than visual 

conditions. 

It is important to note that this 

situation exists primarily when 

simultaneous triple ILS approaches are 

conducted during peak arrival periods 

in less than visual weather conditions. 

Atlanta arrivals typically do not exit 

Class B airspace when visual 

approaches are being conducted to 

Runway 8L/26R. When visual 

approaches are in use during triple 

arrival operations, the Atlanta arrival 

rate is 134 aircraft per hour. 

The air traffic controller’s options to 

resolve the above situation and retain all 

aircraft within Class B airspace are 

limited. Required procedures for 

vectoring aircraft to the final approach 

course and maintaining standard 

separation, along with the present Class 

B airspace design, all combine to 

present a very limited window of 

airspace for controllers to use when 

vectoring aircraft to intercept the ILS 

localizer course for Runway 8L/26R. 

Under these conditions, the arrival flow 

rate must be reduced to allow the 

controller to vector aircraft to this small 

turn-on area, maintain required 

separation from other arriving aircraft, 

and keep the aircraft within Class B 

airspace. For that reason, on August 30, 

2006, the FAA elected to significantly 

reduce arrival rates when STILS 

operations are in use at Atlanta, during 

IFR conditions, to avoid having arrivals 

exit and reenter Class B airspace. The 

FAA took this step pending rulemaking 

action to modify the floor of the Atlanta 

Class B airspace area. It is 

acknowledged that this reduction in the 

arrival rate will require an expanded use 

of traffic management initiatives during 

the conditions discussed above. 

The reduction of Atlanta’s arrival rate 

during STILS approaches has a 

significant impact on operations at 

Atlanta and on the National Airspace 

System (NAS). As discussed earlier, 

actual experience with the STILS 

operation demonstrated that it is not 

possible to contain all arrivals in the 

Atlanta Class B airspace and maintain 

the most efficient arrival rate. If the 

changes in this rule are not 

implemented, Atlanta will be unable to 

fully utilize STILS procedures during 

those traffic and weather conditions 

when it is most needed. In order to 

ensure Class B airspace containment, 

the arrival rate must be reduced by at 

least 20–25% during STILS operations. 

This drops the airport’s arrival rate from 

116 aircraft per hour, to a maximum of 

96 per hour. When demand exceeds 

capacity, traffic management initiatives, 

such as extended miles-in-trail 

restrictions and ground stops or ground 

delay programs, must be used to reduce 

the ATL arrival flow. Normally, nine 

periods daily exceed the 96 aircraft per 

hour rate. Flights that can’t be 

accommodated in the hour they are 

scheduled to arrive would roll over into 

subsequent hours creating additional 

delays throughout the day. These delays 

can easily number in the hundreds per 

day. The impact of delays at Atlanta 

quickly ripples throughout the entire 


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Federal Register / Vol. 71, No. 198 / Friday, October 13, 2006 / Rules and Regulations 60421 

NAS and affects traffic at airports 

nationwide. The impact on NAS 

efficiency, aircraft operators, and 

passengers is significant. For example, 

carriers that utilize the hub concept not 

only experience delays for Atlanta 

arrivals and departures, but also 

encounter disruption of schedule 

integrity for their entire national 

operations. Since ground stop or ground 

delay programs and other traffic 

management initiatives can lead to 

missed connections and expiration of 

crew duty times, operators often must 

cancel some flights to maintain overall 

schedule integrity. Ground and in-flight 

delays also impact operations through 

increased fuel consumption and the 

added expense of providing overnight 

accommodations for affected 

passengers. The flying public is 

adversely affected by the inability to get 

to their destinations on time resulting in 

missed connections, missed 

appointments, and added expenses. 

To correct the situation where 

arriving aircraft exit and reenter Class B 

airspace, and to maximize runway 

capacity, this rule lowers the existing 

floor of the Atlanta Class B airspace area 

from 6,000 feet MSL to 5,000 feet MSL 

within two small areas as described 

below. Lowering the Class B airspace 

floor to 5,000 feet MSL in these areas 

will provide controllers with a larger 

window to accomplish the turn-on 

phase and minimize the need to reduce 

the arrival rate during certain STILS 

operations. 

Impact of the Class B Modification on 

Other Airspace Users 

The FAA believes that lowering the 

floor of Class B airspace to 5,000 feet 

MSL, as described in this rule, will not 

adversely affect other airspace users in 

the Atlanta area. Presently, the airspace 

between 5,000 feet and 6,000 feet MSL, 

within the two sections concerned, 

includes east/west transitions for 

aircraft primarily departing and landing 

at DeKalb-Peachtree Airport, Fulton 

County Airport, Cobb County Airport, 

and Dobbins Air Reserve Base. The two 

airspace segments are not useful as 

north/south transition areas due to the 

adjacent Class B airspace to the south 

where the Class B floor is already at 

4,000 feet MSL. No aerobatic practice 

areas or parachute drop areas are 

affected by the change. Very few visual 

flight rules (VFR) aircraft presently 

conduct operations between 5,000 and 

5,900 feet MSL in these areas due to the 

high volume of Atlanta arrival traffic 

that uses the airspace. A recently 

conducted 42-day random sampling 

(using the Performance Data Analysis 

and Reporting System) found that an 

average of 1.21 aircraft per day 

transitioned through the described area. 

In addition, the current Atlanta VFR 

Flyway Planning Chart provides 

multiple suggested routes and altitudes 

to help VFR pilots avoid major traffic 

flows and to avoid flight within Class B 

airspace (if desired) while transiting the 

Atlanta area. The changes in this rule 

will not impact the existing charted VFR 

flyways. Two of these flyways pass 

beneath the airspace in question, with 

the suggested altitudes of ‘‘below 4,000’’ 

on the west side, and ‘‘below 3,500 feet’’ 

on the east side. The current flyways 

still allow transiting VFR aircraft to 

remain well clear of the new 5,000 foot 

MSL Class B airspace floor. 

Outreach Efforts 

The issue of aircraft exiting Class B 

airspace was discussed at the April 24, 

2006 Precision Runway Monitor Site 

Implementation Team meeting. This 

group consists of representatives from 

FAA, the three major users at HartsfieldJackson Atlanta International Airport, 

the Airline Pilots Association, and the 

Atlanta Department of Aviation. 

Additionally, this issue was briefed at 

the May 11, 2006 Capacity 

Enhancement Work Group meeting. 

This group consists of representatives 

from FAA, all Atlanta air carriers, the 

National Business Aviation Association, 

and the Atlanta Department of Aviation. 

The FAA also issued a Letter to Airmen 

discussing this issue on May 15, 2006. 

In conjunction with this rule, the FAA 

will reprint the Atlanta Sectional 

Aeronautical Chart and the Atlanta VFR 

Terminal Area Chart to reflect the 

modifications. The FAA will also issue 

an additional letter to airmen describing 

the Class B airspace change. 

The FAA considers this final rule to 

be a critical action necessary to enhance 

the safety and efficiency of the National 

Airspace System. Although the FAA is 

taking this action by immediate 

adoption of the final rule, the agency 

intends to initiate a thorough review, in 

2007, of the Atlanta Class B airspace 

area design. This effort will include 

public participation through the ad hoc 

user committee, informal airspace 

meeting, and notice of proposed 

rulemaking procedures. 

The Rule 

This action amends Title 14 Code of 

Federal Regulations (14 CFR) part 71 by 

modifying the Atlanta Class B airspace 

area to lower the floor of Class B 

airspace from 6,000 feet MSL to 5,000 

feet MSL within two small areas as 

described below. Specifically, this 

action (depicted on the attached chart) 

modifies the description of Area F to 

add the two new sections wherein Class 

B airspace extends upward from 5,000 

feet MSL. These sections are: to the east 

of the airport, that airspace within an 

area bounded on the west by the 20 NM 

arc of the Atlanta Very High Frequency 

Omnidirectional Range/Tactical Air 

Navigation (VORTAC), on the east by 

the 25 NM arc of the Atlanta VORTAC, 

on the south by the Atlanta VORTAC 

090° radial, and on the north by a line 

8 NM north of and parallel to the 

Runway 8L/26R localizer course; and to 

the west of the airport, that airspace 

within an area bounded on the east by 

the 20 NM arc of the Atlanta VORTAC, 

on the west by the 25 NM arc of the 

Atlanta VORTAC, on the south by the 

Atlanta VORTAC 270° radial, and on the 

north by a line 8 NM north of and 

parallel to the Runway 8L/26R localizer 

course. The description of Area G is 

amended to reflect the above change by 

adjusting the boundaries wherein Class 

B airspace extends upward from 6,000 

feet MSL. 

In addition, this rule makes two 

editorial changes to the Atlanta Class B 

airspace legal description to update the 

airport name and the coordinates of the 

airport reference point as listed in 14 

CFR part 71. The airport name is 

changed from ‘‘The William B. 

Hartsfield Atlanta International 

Airport,’’ to ‘‘Hartsfield-Jackson Atlanta 

International Airport,’’ in order to 

reflect the current airport name. A 

minor change is made to the ARP 

coordinates to reflect the latest survey 

information. The ARP coordinates are 

changed from ‘‘lat. 33°38′25′′ N., long. 

84°25′37′′ W.,’’ to ‘‘lat. 38°38′12′′ N., 

long. 84°26′41′′ W.’’ These editorial 

changes do not affect the charting or the 

operation of the Class B airspace area. 

Except for the changes described 

above, the descriptions of all other areas 

in the Atlanta Class B airspace area 

remain as currently published. 

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 7400.9P dated September 1, 2006, 

and effective September 15, 2006, 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. 

The FAA has determined that this 

regulation only involves an established 

body of technical regulations for which 

frequent and routine amendments are 

necessary to keep them operationally 

current. Therefore, this regulation: (1) Is 

not a ‘‘significant regulatory action’’ 

under Executive Order 12866; (2) is not 

a ‘‘significant rule’’ under Department of 

Transportation (DOT) Regulatory 


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60422 Federal Register / Vol. 71, No. 198 / Friday, October 13, 2006 / Rules and Regulations 

Policies and Procedures (44 FR 11034; 

February 26, 1979); and (3) does not 

warrant preparation of a regulatory 

evaluation as the anticipated impact is 

so minimal. Since this is a routine 

matter that will only affect air traffic 

procedures and air navigation, it is 

certified that this rule, when 

promulgated, will not have a significant 

economic impact on a substantial 

number of small entities under the 

criteria of the Regulatory Flexibility Act. 

Good Cause for Immediate Adoption 

Section 553(b)(3)(B) of the 

Administrative Procedure Act (5 U.S.C.) 

authorizes agencies to dispense with 

notice and comment procedures when 

the agency for ‘‘good cause’’ finds that 

those procedures are ‘‘impractical, 

unnecessary, or contrary to the public 

interest.’’ Under this section, an agency, 

upon finding good cause, may issue a 

final rule without seeking comment 

prior to the rulemaking. Based on the 

information presented above, the FAA 

has determined that prompt remedial 

action is necessary to enhance safety 

and avoid significant adverse impact on 

the operation of the NAS. Without 

immediate action, the traveling public 

will continue to experience 

substantially more flight delays. 

Therefore, the FAA finds that it is 

impractical and contrary to the public 

interest to delay action in order to 

follow the normal notice and comment 

procedures. 

Good Cause for Early Effective Date 

Under 5 U.S.C. 553(d), publication of 

a substantive rule shall be made not less 

than 30 days before its effective date, 

except as otherwise provided by the 

agency for good cause found and 

published with the rule. The FAA is 

issuing this rule with an effective date 

of October 26, 2006, which is less than 

30 days after publication. The FAA 

finds good cause because this rule will 

enhance safety and end significant 

adverse impact on the operation of the 

NAS. As noted before, the FAA is taking 

additional steps to advise the public of 

this action, including reprinting the 

affected aeronautical charts and sending 

a letter to airmen in the Atlanta area 

regarding the airspace change. 

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 CLASS E AIRSPACE 

AREAS; AIR TRAFFIC SERVICE 

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. 

§ 71.1 [Amended] 

■ 2. The incorporation by reference in 

14 CFR 71.1 of the FAA Order 7400.9P, 

Airspace Designations and Reporting 

Points, dated September 1, 2006, and 

effective September 15, 2006, is 

amended as follows: 

■ By removing the current airport name 

and reference point, and Area F and 

Area G descriptions, and substituting 

the following: 

Paragraph 3000 Class B Airspace. 

* * * * * 

ASO GA B Atlanta, GA [Amended] 

Hartsfield-Jackson Atlanta International 

Airport (Primary Airport) 

(Lat. 33°38′12′′ N., long. 84°25′41′′ W.) 

* * * * * 

Boundaries. 

* * * * * 

Area F. That airspace extending upward 

from 5,000 feet MSL to and including 12,500 

feet MSL, bounded on the east and west by 

a 25-mile radius of the Atlanta VORTAC, 

clockwise between a line 12 miles south of 

and parallel to the Runway 09R/27L localizer 

courses and the Atlanta VORTAC 138° radial; 

and clockwise between the Atlanta VORTAC 

218° radial and a line 12 miles south of and 

parallel to the Runway 09R/27L localizer 

courses; and that airspace west of the airport 

between the 20-mile radius of the Atlanta 

VORTAC and the 25-mile radius of the 

Atlanta VORTAC, from the Atlanta VORTAC 

270° radial north to a line 8 miles north of 

and parallel to the Runway 8L/26R localizer 

course; and that airspace east of the airport 

between the 20-mile radius of the Atlanta 

VORTAC and the 25-mile radius of the 

Atlanta VORTAC from the Atlanta VORTAC 

090° radial north to a line 8 miles north of 

and parallel to the Runway 8L/26R localizer 

course; excluding that airspace contained in 

Areas A, C, D, and E. 

Area G. That airspace extending upward 

from 6,000 feet MSL to and including 12,500 

feet MSL within a 25-mile radius of the 

Atlanta VORTAC north of a line 8 miles 

north of and parallel to the Runway 8L/26R 

localizer course; and south of Atlanta 

VORTAC in an area bounded on the north by 

a line 8 miles south of and parallel to the 

Runway 09R/27L localizer courses, on the 

east by the Atlanta VORTAC 138° radial, on 

the south by a line 12 miles south of and 

parallel to the Runway 09R/27L localizer 

courses, and on the west by the Atlanta 

VORTAC 218° radial; excluding that airspace 

clockwise between the Atlanta VORTAC 323° 

and 031° radials north of a line 12 miles 

north of and parallel to the Runway 08L/26R 

localizer courses, and that airspace contained 

in Areas A, B, C, and D. 

* * * * * 

Issued in Washington, DC, on October 10, 

2006. 

Edith V. Parish, 

Manager, Airspace and Rules. 

BILLING CODE 4910–13–P 


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[FR Doc. 06–8688 Filed 10–12–06; 8:45 am] 

BILLING CODE 4910–13–C 


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