Federal Register / Vol. 78, No. 207 / Friday, October 25, 2013 / Rules and Regulations 63861 

charged with prescribing regulations to 

assign the use of the airspace necessary 

to ensure the safety of aircraft and the 

efficient use of airspace. This regulation 

is within the scope of that authority as 

it amends Class D airspace at Kwajalein 

Island, Marshall Islands, RMI. 

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 

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 

■ 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 FAA Order 7400.9X, 

Airspace Designations and Reporting 

Points, signed August 7, 2013, and 

effective September 15, 2013, is 

amended as follows: 

Paragraph 5000—Class D Airspace 

* * * * * 

AWP RM D Kwajalein Island, Marshall 

Islands, RMI 

Kwajalein Island, Bucholz AAF, RMI 

(Lat. 08°43′12′′ N., long. 167°43′54′′ E.) 

That airspace extending upward from the 

surface to and including 2,500 feet MSL 

within a 4.3-mile radius of the Bucholz AAF. 

This Class D airspace area is effective during 

the specific dates and times established in 

advance by a Notice to Airmen. The effective 

date and time will thereafter be continuously 

published in the Pacific Chart Supplement. 

* * * * * 

Issued in Washington, DC, September 24, 

2013. 

Gary A. Norek, 

Manager, Airspace Policy and ATC 

Procedures Group. 

[FR Doc. 2013–24976 Filed 10–24–13; 8:45 am] 

BILLING CODE 4910–13–P 

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. 

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° radial is moved to the GEP 

158° 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 


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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° radial clockwise 

to the GEP 352° 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° radial clockwise 

to the GEP 105° 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° radial clockwise 

to the GEP 115° 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° radial to 

the GEP 158° 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° radial clockwise 

to the Flying Cloud VOR/DME 

navigation aid (FCM) 270° 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° radial clockwise 

to the FCM 294° 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 


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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 nonparticipatory 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-forprofit 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 redesignated 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 


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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 

■ 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 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 (WoldChamberlain) Airport (Primary Airport) 

(Lat. 44°52′55′′ N., long. 93°13’18′′ W.) 

Gopher VORTAC 

(Lat. 45°08′44′′ N., long. 93°22’23′′ W.) 

Flying Cloud VOR/DME 

(Lat. 44°49′31′′ N., long. 93°26’34′′ W.) 

Minneapolis-St. Paul International (WoldChamberlain) Airport DME Antenna (I– 

MSP DME) 

(Lat. 44°52′27′′ N., long. 93°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° radial; thence clockwise along 

the 20 NM arc of the I–MSP DME to the 

Gopher VORTAC 121° radial; thence 

southeast along the Gopher VORTAC 121° 

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° radial; thence northwest along the 

Flying Cloud VOR/DME 124° 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° radial; 

thence northwest along the Flying Cloud 

VOR/DME 295° 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° radial; thence southeast along 

the Gopher VORTAC 301° 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° radial; thence clockwise along 

the 20 NM arc of the I–MSP DME to the 

Gopher VORTAC 358° radial; thence north 

along the Gopher VORTAC 358° 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° 

radial; thence southeast along the Gopher 

VORTAC 301° 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° radial; thence clockwise along 

the 20 NM arc of the I–MSP DME to the 

Gopher VORTAC 111° radial; thence 

southeast along the Gopher VORTAC 111° 

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° radial; thence west along the Gopher 

VORTAC 091° 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° radial; thence clockwise along 

the 20 NM arc of the I–MSP DME to the 

Gopher VORTAC 121° radial; thence 

southeast along the Gopher VORTAC 121° 

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° radial; thence northwest along the 

Gopher VORTAC 111° 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° radial; thence clockwise 

along the 20 NM arc of the I–MSP DME to 

the Gopher VORTAC 176° radial; thence 

south along the Gopher VORTAC 176° 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° 

radial; thence north along the Gopher 

VORTAC 164° 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° radial; thence 

northwest along the Flying Cloud VOR/DME 

124° 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° radial; thence clockwise along 

the 20 NM arc of the I–MSP DME to the 

Flying Cloud VOR/DME 271° radial; thence 

west along the Flying Cloud VOR/DME 271° 

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° radial; thence north along the Gopher 

VORTAC 176° 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° radial; thence clockwise 

along the 20 NM arc of the I–MSP DME to 

the Flying Cloud VOR/DME 295° radial; 

thence northwest along the Flying Cloud 

VOR/DME 295° 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° radial; thence east along 

the Flying Cloud 271° radial to the point of 

beginning. 

Issued in Washington, DC, on September 

25, 2013. 

Gary A. Norek, 

Manager, Airspace Policy and ATC 

Procedures Group. 

BILLING CODE 4910–13–P 


emcdonald on DSK67QTVN1PROD with RULES
Federal Register / Vol. 78, No. 207 / Friday, October 25, 2013 / Rules and Regulations 63865 

[FR Doc. 2013–24983 Filed 10–24–13; 8:45 am] 

BILLING CODE 4910–13–C 


emcdonald on DSK67QTVN1PROD with RULESER25OC13.012</GPH>