45526 Federal Register / Vol. 62, No. 167 / Thursday, August 28, 1997 / Rules and Regulations

the FAA for approval of these features

on the airplane.

List of Subjects in 14 CFR Part 25

Aircraft, Aviation safety, Federal

Aviation Administration, Reporting and

recordkeeping requirements.

The authority citation for these

special conditions is as follows:

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

44702, 44704.

The Special Conditions

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the following special

conditions are issued as part of the type

certification basis for the Empresa

Brasileira de Aeronautica S.A., Model

EMB–145 airplanes not equipped with

thrust reversers.

1. The effect of wet runway surfaces

on accelerate-stop distances for the

Model EMB–145 must be accounted for

in accordance with the criteria

contained in NPRM 93–8 and its

associated guidance.

2. Takeoff limitations for operation of

the EMB–145 on wet runway surfaces

must be predicated on the wet runway

accelerate-stop criteria contained in

NPRM 93–8.

Issued in Renton, Washington, on August

18, 1997.

Stewart R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service,

ANM–100.

[FR Doc. 97–22919 Filed 8–27–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 93–AWA–16]

RIN 2120–AA66

Modification of Class D Airspace South

of Abbotsford, British Columbia (BC),

on the United States Side of the U.S./

Canadian Border, and the

Establishment of a Class C Airspace

Area in the Vicinity of Point Roberts,

Washington (WA)

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This action establishes a Class

C airspace area in the United States

(U.S.), southeast of Vancouver, BC, in

the vicinity of Point Roberts, WA. The

Vancouver Class C airspace area will

have a ceiling of 12,500 feet Mean Sea

Level (MSL), and a floor of 2,500 feet

MSL. In addition, this action extends

the existing Abbotsford, BC, Class D

airspace area west into airspace which

is currently Class E airspace, and lowers

the ceiling of the Class D airspace area

from 3,000 to 2,500 feet MSL in U.S.

airspace. The FAA is taking these

actions pursuant to a proposal by

Transport Canada, and to assist

Transport Canada in its efforts to reduce

the risk of midair collision, enhance

safety, and improve air traffic flows

within the Vancouver and Abbotsford,

BC, International Airport areas.

EFFECTIVE DATE: 0901 UTC, November 6,

1997.

FOR FURTHER INFORMATION CONTACT: Ken

McElroy, 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:

Background

In July 1994, Transport Canada

proposed to extend the Vancouver, BC,

Class C airspace area across the United

States/Canadian border into U.S.

airspace in the vicinity of the San Juan

Islands and Bellingham, WA. As

proposed, the Class C airspace area

would have extended from Abbotsford

Airport, across Bellingham Airport, to a

point south of San Juan Island.

Transport Canada’s proposal was part of

its overall airspace plan for the

Vancouver area, centering around efforts

to mitigate near mid-air collision

potential between instrument flight rule

(IFR) and unknown visual flight rule

(VFR) aircraft in U.S. airspace where

Canada provides air traffic services.

Class C airspace consists of controlled

airspace extending upward from the

surface or higher to specified altitudes

within which all aircraft are subject to

the operating rules and equipment

requirements specified in Federal

Aviation Regulations. Two-way radio

communication must be established

with the air traffic control (ATC) facility

providing ATC services prior to entry

and thereafter maintained while

operating within Class C airspace. The

standard Class C airspace area consists

of that airspace within 5 Nautical Miles

(NM) of the primary airport, extending

from the surface to an altitude of 4,000

feet above that airport’s elevation, and

that airspace between 5 and 10 NM from

the primary airport from 1,200 feet

above the surface to an altitude of 4,000

feet above that airport’s elevation.

Proposed deviations from this standard

have been necessary at some airports

because of adjacent regulatory airspace,

international boundaries, topography, or

unusual operational requirements.

The Class C airspace area proposed by

Transport Canada differed from most

other Class C airspace areas in that it

was to an extension of a foreign Class C

airspace area serving a primary airport

outside the U.S.; standard U.S. Class C

airspace configurations and dimensions

were therefore unsuitable.

Transport Canada’s proposal also

included a proposal to extend the

western boundary of the Abbotsford,

BC, Class D airspace area approximately

7 nautical miles (NM) west of its present

location, and to lower the ceiling of the

Class D airspace from 3,000 feet MSL to

2,500 feet MSL.

Class D airspace is, generally, that

airspace from the surface to 2,500 feet

above the airport elevation (charted in

MSL) surrounding those airports that

have an operational control tower. The

configuration of each Class D airspace

area is individually tailored and the

airspace will normally be designed to

contain any published instrument

approach procedures. Two-way radio

communication must be established

with the ATC facility providing ATC

services prior to entry and thereafter

maintained while operating in the Class

D airspace.

The Vancouver and Abbotsford

Airports are both international and

public-use airports located in Canada.

Passenger enplanements reported at

Vancouver in 1995 were 312,000, up

from 301,000 in 1994. This volume of

passenger enplanements and aircraft

operations meets the FAA criteria for

establishing a Class C airspace area to

enhance safety.

Public Meetings

As announced in the Federal Register

on March 22, 1995 (60 FR 15172), two

pre-NPRM airspace meetings were held

on May 9–10, 1995, in Friday Harbor

and Bellingham, WA. The purpose of

these meetings was to provide local

airspace users with an opportunity to

present input on the Transport Canada

proposal prior to initiating any

regulatory action. In the ensuing

comment period, which closed on July

10, 1995, over 300 comments were

received in overwhelming opposition to

the proposal. The majority of the

opposition centered around the

significant amount of airspace affected

by the original proposal. The original

proposal would have required the

reclassification of airspace in five

contiguous areas from Abbotsford

Airport, across Bellingham Airport, to a

point south of San Juan Island.

Subsequent meetings were held between
Federal Register / Vol. 62, No. 167 / Thursday, August 28, 1997 / Rules and Regulations 45527

Transport Canada, FAA, and general

aviation (GA) groups in an effort to

address the public’s concerns. These

meetings resulted in an agreement to

revise Transport Canada’s July 1994

proposal. Of the original five airspace

areas, only three would be

recommended for inclusion in the

revised proposal. This revision

significantly reduced the amount of

Class C airspace required.

On April 5, 1996, the FAA published

a notice of public meeting (61 FR 15331)

to announce another informal airspace

meeting, which was held on May 6,

1996, in Friday Harbor, WA. This

meeting provided local airspace users

with an opportunity to present input on

the revised proposal for the design of

the Vancouver and Abbotsford, BC,

Class C and D airspace areas.

On March 18, 1997, the FAA

published an NPRM (62 FR 12892)

proposing to designate a Class C

airspace area in the vicinity of Point

Roberts, WA, and to extend the Class D

airspace area at Abbotsford, BC, on the

United States side of the U.S./Canadian

border. Interested parties were invited

to participate in this rulemaking

proceeding by submitting comments on

the proposal to the FAA. The comment

period closed May 2, 1997. The FAA

received one comment in support of the

proposal and no comments objecting to

the proposal.

The Rule

This amendment to part 71 of the

Federal Aviation Regulations (14 CFR

part 71) establishes the Vancouver Class

C airspace area in the vicinity of Point

Roberts, WA, and modifies the existing

Class D airspace at Abbotsford, BC. The

Class C airspace designation applies to

an area lying within U.S. airspace along

the U.S./Canadian border. This action

addresses only that airspace contained

within the U.S. Implementation of the

Class C airspace area and the

modification of the Class D airspace area

will promote the efficient control of air

traffic and reduce the risk of midair

collision in the terminal area.

The effective date for this final rule

does not correspond with a scheduled

publication date for the appropriate

aeronautical chart for this area. The

Vancouver Class C airspace area and the

modifications to the Abbotsford Class D

airspace area will, therefore, be

published on the Seattle Sectional

Aeronautical Chart effective January 1,

1998. In the interim, the FAA will

disseminate the information contained

in this final rule in the notices to

Airmen publication, and will publish a

special notice in the Airport/Facility

Directory. Additionally, the FAA’s

Northwest Mountain Regional Office

will distribute Letters to Airmen that

will advertise the implementation of

this final rule.

The coordinates in this document are

based on North American Datum 83.

Class C and Class D airspace

designations are published in

paragraphs 4000 and 5000, respectively,

of FAA Order 7400.9D, dated September

4, 1996, and effective September 16,

1996, which is incorporated by

reference in 14 CFR 71.1. The Class C

and Class D airspace areas listed in this

document will be published

subsequently in the Order.

Regulatory Evaluation Summary

Proposed and final rule 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

of 1980 requires agencies to analyze the

economic effect of regulatory changes

on 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 Final

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 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, and that the

requirements of Title II of the Unfunded

Mandates Reform Act of 1995 do not

apply. These analyses are summarized

here in the preamble and the full

Regulatory Evaluation is in the docket.

Cost-Benefits Analysis

The FAA has determined that the

establishment of a Class C airspace area

in the vicinity of Point Roberts, WA,

and Vancouver, BC, and a modification

of the Class D airspace area south of

Abbotsford, BC, will result in minimal,

if any, cost to either the agency or

aircraft operators. The FAA has

determined, in conjunction with

Transport Canada, that the

establishment of Class C and

modification of Class D airspace will

promote the efficient control of air

traffic and reduce the risk of midair

collision in the terminal area.

Upon implementation of this rule,

pursuant to a letter of agreement

between the Nav-Canada and FAA, NavCanada will provide a traffic control

services, such as traffic advisories, and

separation and sequencing services, to

aircraft operating within the Vancouver

Class C and Abbotsford Class D airspace

areas.

The FAA, in supporting Transport

Canada, has determined that the

establishment of Class C and

modification of Class D airspace areas in

the vicinity of Point Roberts, WA,

Vancouver, and Abbotsford, BC, will

impose minimal, if any, cost to either

aircraft operators or the FAA. Those

potential cost components (navigational

equipment for aircraft operators and

operations support equipment for the

FAA, including additional cost for air

traffic controllers) that could be

imposed by the rule are discussed as

follows:

Establishment of Class C Airspace

Aircraft operators will incur minimal,

if any, costs from compliance with the

final rule. This assessment is based on

the most recent General Aviation and

Avionics Survey Report. The report

indicates an estimated 82 percent of all

GA aircraft operators are already

equipped with the necessary equipment

required to operate in a Class C airspace

area (i.e., two-way radios and Mode C

transponders). Further, the FAA has

determined there will be insignificant

cost to GA operators who utilize

circumnavigation procedures to avoid

the Class C and Class D airspace area,

or who fly beneath the 2,500 feet MSL

floor. Therefore, the FAA has

determined that the final rule will

impose minimal, if any, additional cost

impact on circumnavigating operators.

Establishment of Class D Airspace

Aircraft operators will incur minimal,

if any, costs from compliance with the

rule. This assessment is based on the

most recent General Aviation and

Avionics Survey Report. The report

indicates an estimated 85 percent of all

GA aircraft operators are already

equipped with the necessary equipment

to operate in a Class D airspace area

(i.e., two-way radios). The FAA has

determined that nonparticipating

operators will be able to circumnavigate

the Class D airspace area by altering

their current flight paths between 2 and

7 NM to avoid the newly designated

airspace. Therefore, the FAA has

determined that the final rule will

impose minimal, if any, costs onto

nonparticipating aircraft operators.
45528 Federal Register / Vol. 62, No. 167 / Thursday, August 28, 1997 / Rules and Regulations

A letter of agreement between the

FAA and Transport Canada was signed

on May 1, 1995, which establishes

standard procedures for coordinating air

traffic operations between Seattle Air

Route Traffic Control Center and

Vancouver Air Control Centre. The

Letter of Agreement establishes the ATC

responsibilities for each of the centers.

The U.S. has relinquished control of the

Class C and Class D airspace areas to

Canada. Canadian ATC currently

provides radar service for the additional

10 NM radar area that the final rule will

establish. In addition, NAV-Canada

already provides VFR Advisory Service

for the Class D airspace area.

The FAA will not incur any

additional charting or pilot education

expenses as a result of the modifications

incurred from the final rule. The FAA

currently revises sectional charts every

six months. Changes of these types are

required and made routinely to depict

Class C and Class D airspace areas

during these cycles, and are considered

an ordinary operating cost. Further,

pilots will not incur any additional

costs obtaining current charts depicting

Class C and Class D airspace areas

because they use only the most current

charts.

In order to advise the public of

changes to airspace areas, the FAA

holds informal public meetings at each

location where Class C establishments

or modifications are proposed. These

meetings provide pilots with the best

opportunity to learn about Class C

airspace operating procedures in the

areas. The routine expenses associated

with these public meetings are incurred

regardless of whether Class C is

ultimately established. If either of the

airspace changes occur, the FAA will

distribute a Letter to Airmen to all pilots

residing within 50 miles of the Class C

airspace site which will explain

modifications to aircraft operation and

airspace configuration. In addition, FAA

district offices conduct aviation safety

seminars on a regular basis. These

seminars are provided by the FAA to

discuss a variety of aviation safety

issues, including Class C airspace areas.

The one-time incurred cost of the Letter

to Airmen will be $550 (1996 dollars).

This one-time negligible cost will be

incurred upon the establishment of the

Class C airspace.

In view of the benefits of enhanced

aviation safety, operational efficiency,

and the minimal, if any, cost of

compliance, the FAA has determined

that the final rule will be cost-beneficial.

Final Regulatory Flexibility

Determination

The Regulatory Flexibility Act of 1980

(RFA) was enacted by Congress to

ensure that small entities are not

unnecessarily and disproportionately

burdened by Federal regulations. The

RFA requires a Regulatory Flexibility

Analysis if a final rule will have

‘‘significant economic impact on a

substantial number of small entities.’’

FAA Order 2100.14A outlines the FAA’s

procedures and criteria for

implementing the RFA.

The small entities that potentially

may incur minimal, if any, cost with the

implementation of this rule are

operators of aircraft which do not meet

Class C or Class D navigational

equipment standards. The small entities

potentially impacted by the rule

(primarily parts 121 and 135 aircraft

without two-way radios and Mode C

transponders) will not incur any

additional cost for navigational

equipment because they routinely fly

into airspace where those requirements

are already in place. As the result of the

previously implemented ‘‘Mode C rule,’’

all of these commercial operators are

assumed to have Mode C transponders.

Therefore, the FAA has determined that

the final rule will not have a significant

economic impact on a substantial

number of small entities.

In view of the enhancement to

aviation safety, and operational

efficiency, and the minimal cost of

compliance, the FAA has determined

that this rule will be cost-beneficial.

International Trade Impact Assessment

This final rule will not constitute a

barrier to international trade, including

the export of American goods and

services to foreign countries and the

import of foreign goods and services

into the United States. This assessment

is based on the fact that the rule will not

impose costs on aircraft operators or

aircraft manufacturers (U.S. or foreign).

Unfunded Mandate Assessment

Title II of the Unfunded Mandates

Reform Act of 1995 (the Act), enacted as

Pub. L. 104–4 on March 22, 1995,

requires each Federal agency, to the

extent permitted by law, to prepare a

written assessment of the effects of any

Federal mandate in a proposed or final

agency rule that may result in the

expenditure of $100 million or more

adjusted annually for inflation in any

one year by State, local, and tribal

governments, in the aggregate, or by the

private sector. Section 204(a) of the Act,

2 U.S.C. 1534(a), requires the Federal

agency to develop an effective process

to permit timely input by elected

officers (or their designees) of State,

local and tribal governments on a final

‘‘significant intergovernmental

mandate.’’ A ‘‘significant

intergovernmental mandate’’ under the

Act is any provision in a Federal agency

regulation that will impose an

enforceable duty upon State, local, and

tribal governments, in the aggregate of

$100 million (adjusted annually for

inflation) in any one year. Section 203

of the Act, 2 U.S.C. 1533, which

supplements Section 204(a), provides

that before establishing any regulatory

requirements that might significantly or

uniquely affect small governments, the

agency shall have developed a plan that,

among other things, provides for notice

to potentially affected small

governments, if any, and for a

meaningful and timely opportunity to

provide input in the development of

regulatory proposals.

This final rule does not contain any

Federal intergovernmental or private

sector mandate. Therefore, the

requirements of Title II of the Unfunded

Mandates Reform Act of 1995 do not

apply.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference,

Navigation (air).

Adoption of 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 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 7400.9D, Airspace

Designations and Reporting Points,

dated September 4, 1996, and effective

September 16, 1996, is amended as

follows:

Paragraph 4000—Subpart C—Class C

Airspace

* * * * *

ANM BC C Vancouver, BC [New]

Vancouver International Airport, BC, Canada

(Lat. 49°11′38′′N, long. 123°11′04′′W)

Vancouver VORTAC

(Lat. 49°04′38′′N, long. 123°08′57′′W)
Federal Register / Vol. 62, No. 167 / Thursday, August 28, 1997 / Rules and Regulations 45529

That airspace extending upward from

2,500 feet MSL to and including 12,500 feet

MSL beginning at lat. 49°00′00′′N, long.

123°19′20′′W; thence east along the U.S./

Canadian boundary to lat. 49°00′05′′N,

122°33′50′′W; thence south to lat.

48°57′59′′N, long. 122°33′50′′W; thence west

to lat. 48°57′59′′N, long. 122°47′12′′W; thence

southwestward via a 16 NM arc of the

Vancouver VORTAC to lat. 48°49′52′′N, long.

123°00′31′′W; thence northwest along the

U.S./Canadian boundary to the point of

beginning, excluding the airspace overlying

the territory of Canada.

* * * * *

Paragraph 5000—Subpart D—Class D

Airspace

* * * * *

ANM BC D Abbotsford, BC [Revised]

Abbotsford Airport, BC, Canada

(Lat. 49°01′31′′N, long. 122°21′48′′W)

Vancouver VORTAC

(Lat. 49°04′38′′N, long. 123°08′57′′W)

That airspace extending upward from the

surface to 2,500 feet MSL beginning at lat.

48°57′59′′N, long. 122°18′57′′W, thence

counterclockwise along the 4-mile radius of

the Abbotsford Airport to lat. 49°00′05′′N,

122°16′08′′W; thence west along the USCanadian border to lat. 49°00′05′′N, long.

122°45′58′′W, thence clockwise along the 16-

mile ARC of the Vancouver VORTAC, to lat.

48°57′59′′N, long. 122°47′12′′W; thence east

along lat. 48°57′59′′N to the point of

beginning; excluding the airspace within the

Vancouver, BC, Class C airspace and the

airspace west of long. 122°33′50′′W below

1,500 feet MSL, and the airspace overlying

the territory of Canada.

* * * * *

Issued in Washington, DC, on August 20,

1997.

Reginald C. Matthews,

Acting Program Director for Air Traffic

Airspace Management.

[FR Doc. 97–22972 Filed 8–27–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 97–ACE–9]

Establish Class E Airspace; Spencer,

IA

AGENCY: Federal Aviation

Administration [FAA], DOT.

ACTION: Final rule.

SUMMARY: This action establishes Class

E surface area airspace at Spencer, IA,

to accommodate Part 135 air carrier

operations at Spencer Municipal

Airport. Additional controlled airspace

extending upward from the surface is

needed to contain these aircraft

executing instrument approach

procedures. The intended effect of this

proposal is to provide segregation of

aircraft operating under Instrument

Flight Rules (IFR) from other aircraft

operating under Visual Flight Rules

(VFR). Minor editorial revisions have

been made to this final rule. After

careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the rule as proposed except for minor

editorial corrections. The FAA has

determined that these minor changes

will not change the meaning of the

action and will not add any additional

burden on the public than was already

proposed.

EFFECTIVE DATE: 0901 UTC November 6,

1997.

FOR FURTHER INFORMATION CONTACT:

Kathy Randolph, Airspace Branch, Air

Traffic Division, ACE–520C, Federal

Aviation Administration, 601 E. 12th

Street, Kansas City, MO 64106;

telephone (816) 426–3408.

SUPPLEMENTARY INFORMATION:

History

On June 5, 1997, the FAA proposed to

amend Part 71 of the Federal Aviation

Regulations (14 CFR Part 71) by

modifying the Class E surface area

airspace at Spencer, IA (62 FR 30784).

The proposed action would provide

additional controlled airspace to

accommodate Part 135 air carrier

operations at Spencer Municipal

Airport.

Interested parties were invited to

participate in this rulemaking

proceeding by submitting written

comments on the proposal to the FAA.

No comments objecting to the proposal

were received. Class E airspace areas

extending from the surface are

published in paragraph 6002 of FAA

Order 7400.9D, dated September 4,

1996, and effective September 16, 1996,

which is incorporated by reference in 14

CFR 71.1. The Class E airspace

designation listed in this document will

be published subsequently in the Order.

The Rule

This amendment to Part 71 of the

Federal Aviation Regulations (14 CFR

Part 71) amends the Class E surface area

airspace at Spencer, IA, by providing

additional controlled airspace for

aircraft executing instrument

approaches.

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 DOT

Regulatory 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 will not have

a significant economic impact on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act.

List of Subjects in 14 CFR Part 71

Aviation, 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 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 Federal Aviation

Administration Order 7400.9D, Airspace

Designations and Reporting Points,

dated September 4, 1996, and effective

September 16, 1996, is amended as

follows:

Paragraph 6002 Class E airspace areas are

designated as a surface area for an airport

* * * * *

ACE IA E2 Spencer Municipal Airport,

Spencer, IA [NEW]

Spencer Municipal Airport, IA

(Lat. 43°09′56′′ N., long. 95°12′10′′ W.)

Within a 4.1-mile radius of the Spencer

Municipal Airport.

* * * * *

Issued in Kansas City, MO, on August 11,

1997.

Christopher R. Blum,

Acting Manager, Air Traffic Division, Central

Region.

[FR Doc. 97–22924 Filed 8–27–97; 8:45 am]

BILLING CODE 4910–13–M