```

[Federal Register Volume 76, Number 181 (Monday, September 19, 2011)]
[Rules and Regulations]
[Pages 57902-57905]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-23839]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2011-0376; Airspace Docket No. 10-AEA-11]
RIN 2120-AA66

Amendment and Establishment of Air Traffic Service Routes; 
Northeast United States

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This action amends five existing Air Traffic Service (ATS) 
routes and establishes four new ATS routes. The existing routes being 
amended are Q-42, J-60, V-16, V-229 and V-449. The new routes are Q-62, 
Q-406, Q-448 and Q-480. The FAA is taking this action to increase 
National Airspace System (NAS) efficiency, enhance safety and reduce 
delays within the New York metropolitan area airspace.

DATES: Effective date 0901 UTC, October 20, 2011. 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.

FOR FURTHER INFORMATION CONTACT: Paul Gallant, Airspace, Regulations 
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 May 17, 2011, the FAA published in the Federal Register a notice 
of proposed rulemaking to amend jet route J-60, area navigation (RNAV) 
route Q-42, and VOR Federal airways V-16, V-229 and V-449 (76 FR 
28379). In addition, the FAA proposed to establish four new RNAV routes 
designated as Q-62, Q-406, Q-448 and Q-480. The changes were proposed 
to facilitate the routing of westbound air traffic departing the New 
York metropolitan area and better sequence departing traffic with en 
route overflight traffic to reduce delays within the New York terminal 
airspace. Additionally, the changes were designed to more efficiently 
accommodate aircraft landing within the Potomac Terminal Radar Approach 
Control (TRACON) airspace.
    Interested parties were invited to participate in this rulemaking 
effort by submitting written comments on the proposal. Forty comments 
were received.

Discussion of Comments

    Comments received fell within three general categories: 
administrative issues, safety issues and environmental issues.

Administrative Issues

    One commenter believed that there was an error in the description 
of Federal airway V-229 as published in the NPRM. The FAA reviewed the 
proposed V-229 description and determined that it was correctly 
published. Several commenters contend that the description of the 
proposed ATS route changes in the NPRM are not easily understandable to 
the general public. The FAA does not include a graphic depiction of ATS 
route proposals in a NPRM because most ATS routes extend for long 
distances and the reduced scale used by the Federal Register when 
publishing the graphic would cause the resulting ``picture'' to be 
compressed to such a degree that it would provide little value to a 
commenter. The NPRM for this proposal did include a written description 
of the changes for each route as well as the ``legal description'' 
listing each point that makes up the route. For area navigation (RNAV) 
routes, the legal description also includes the latitude and longitude 
of each point. Once the establishment of, or modification of, a route 
is adopted in a final rule, the route will be illustrated on the 
appropriate aeronautical chart(s).
    Another commenter commented generally that the proposal 
circumvented the Administrative Procedure Act (APA). The FAA does not 
agree. The APA (Title 5, U.S.C., section 553) governs the process by 
which agencies of the Federal government may propose and establish 
regulations. The FAA has fully complied with APA notice and comment 
requirements applicable to this rulemaking action.

Safety Issues

    Commenters argued that the proposed routes are a danger to the 
public, that aircraft should not overfly residential areas for safety 
reasons, and that the redesigned flight paths will strain and subject 
airports beyond their physical limitations and place the community at 
risk. The FAA does not agree that the changes adopted in this rule will 
adversely impact safety. To the contrary, the routes have been 
carefully designed to enhance the safety and efficiency of air traffic 
operations. As with other major U.S. cities served by high volume 
airport(s), the New York metropolitan area is densely populated with 
residential land uses surrounding all of the major airports. Arrivals 
into and departures from these airports cannot avoid overflight of all 
residential areas. The ATS route changes in this route will not put a 
strain on airport operations or place the surrounding communities at 
risk. The route changes will, however, serve to increase the safety and 
efficiency of air traffic operations at the airports as part of a 
solution to the longstanding issues of air traffic congestion and 
delays.

Environmental Issues

    The majority of the comments received dealt with one or more 
environmental concerns. Many opposed the changes stating that 
additional environmental study was required. The FAA does not agree. 
The National Environmental Policy Act (NEPA) requires the FAA to 
conduct an environmental review prior to implementing any Federal 
action, such as the implementation of new or amended air traffic 
procedures. All of the routes described in this rulemaking were 
reviewed accordingly. Public comments received in response to the NPRM 
were considered during this

[[Page 57903]]

review, as well as the potential for extraordinary circumstances 
resulting from these new and amended routes.
    Others believed that the ATS route changes significantly modify the 
NY/NJ/PHL Metropolitan Area Airspace Redesign project, approved in 
2007. None of the ATS routes contained in this action impact the 
findings in the NY/NJ/PHL Metropolitan Area Airspace Redesign 
Environmental Impact Statement (EIS).
    Some commenters called for the FAA to conduct an EIS, as was done 
for the NY/NJ/PHL Metropolitan Area Airspace Redesign, and to obtain 
air quality sampling information.\1\ An EIS is not warranted for these 
actions because the routes are too high to create a significant noise 
impact. Furthermore, implementation of the ATS routes in this rule are 
expected to improve overall fuel savings and therefore, would decrease 
air quality impacts.
---------------------------------------------------------------------------

    \1\ The FAA did prepare an EIS for the NY/NJ/PHL Metropolitan 
Area Airspace Redesign project. The EIS contained a fuel burn 
analysis resulting in a ``presumed to conform'' air quality 
determination. The FAA also published noise impacts attributed to 
the NY/NJ/PHL Airspace Redesign project in a report titled ``Noise 
Mitigation Report,'' dated April 6, 2007. This report can be found 
on the project Web site at the following link: http://www.faa.gov/air_traffic/nas_redesign/regional_guidance/eastern_reg/nynjphl_redesign/documentation/media.Noise_Mitigation_Report.pdf.
---------------------------------------------------------------------------

    The five ATS routes that are amended in this rule (J-60, Q-42, Q-
406, Q-448 and Q-480) are in the high altitude structure and their 
lowest base altitude is 18,000 feet MSL.\2\ Since the base altitude of 
the routes is 18,000 feet MSL, no noise analysis is required. (See 65 
FR 76339; December 6, 2000.) Route Q-62 is a new high altitude route 
which also has a base altitude of 18,000 feet MSL and does not require 
noise analysis. Additionally, Q-62 overlies an existing jet route J-64. 
Routes V-16, V-229, and V-449 are existing routes in the low altitude 
structure. These routes include altitudes between 10,000 and 18,000 
feet MSL which are utilized primarily by single-engine propeller-driven 
aircraft. Because of the altitudes of those routes, no noise analysis 
is required.\3\ (See 65 FR 76339; December 6, 2000.)
---------------------------------------------------------------------------

    \2\ These five ATS routes were studied in the NY/NJ/PHL 
Metropolitan Area Airspace Redesign (EIS).
    \3\ Routes Q-62, V-16, V-229, and V-499 were not included in the 
NY/NJ/PHL Metropolitan Area Airspace Redesign EIS.
---------------------------------------------------------------------------

    The noise information in the Noise Mitigation Report is not 
expected to change as a result of this rule because, as previously 
discussed, the majority of the ATS changes in this rule occur above 
10,000 feet MSL. Additionally, both V-16 and V-229 were realigned 
slightly in order to provide airspace for aircraft departing John F. 
Kennedy International Airport (JFK) to conduct unrestricted climbs to 
their en route altitudes. This change not only reduces noise in areas 
surrounding JFK by getting aircraft to higher altitudes faster, it also 
helps to deconflict air traffic.
    Some communities felt that they are unfairly impacted by low flying 
aircraft and that traffic should be spread by using other airways. The 
area near LaGuardia Airport (LGA) was cited as an example. It should be 
emphasized that the ATS route changes in this rule will not result in 
additional air traffic volume. Instead, the routes are designed to 
provide operational improvements in the existing en route airway 
structure to handle existing air traffic in a safe and more efficient 
manner. Further, these route changes do not change the flight tracks 
into and out of LGA. The FAA reviewed LGA's arrival and departure 
flight tracks and found that procedures in use at LGA have not 
undergone any significant changes since October 2007. The arrival and 
departure routes for LGA (and any other airport) depend on a variety of 
factors including: runway in use, weather, the aircraft's destination, 
the proximity of other airports and air traffic to and from those 
airports. The procedures that take departing aircraft from the runway 
up to join their intended airway in the en route structure, or bring 
arriving aircraft down from the en route airway structure to the 
runway, are designed to maintain safety and efficiency. This is 
especially important in a complex airspace area, such as New York with 
its several major airports (JFK, LGA, Newark-Liberty International, 
etc.) being in such close proximity.
    The amendments to these ATS routes do not trigger any extraordinary 
circumstances, and therefore an environmental assessment is not 
warranted. The FAA has determined that this action is categorically 
excluded in accordance with FAA Order 1050.1E, paragraphs 311a, 311b 
and 311i.

Differences From NPRM

    There are no changes to the descriptions of ATS Routes Q-42, Q-62, 
V-16, and V-229 from that published in the NPRM. Minor changes or edits 
were made to J-60, Q-406, Q-480 and Q-448, as described below. J-60 has 
been modified slightly from the proposal. The position of the dog-leg 
referenced in the NPRM (northwest of East Texas, PA VOR/DME) was moved 
0.3 nautical miles southeast of the proposed position along the path of 
the original J-60. From this point, the airway turns and proceeds 
directly to the SPARTA VORTAC. This caused the NEWEL intersection 
(SPARTA, NJ 253[deg] radial and the Broadway, NJ 295[deg] radial) to be 
moved 0.58 nautical miles to the southeast. These changes simplify 
navigation by creating a single dog-leg, removing all references to 
Ravine, PA and the Broadway, NJ and using only the Philipsburg, PA and 
Sparta, NJ bearings as a reference for this portion of the airway.
    An editorial change is made to Q-406 and Q-448 by changing the name 
of one waypoint in the description from JEETR to DBABE. After 
publication of the NPRM, it was found that a similar sounding fix 
(JETER) already existed in the NAS within 120 miles of the proposed 
JEETR. To avoid confusion, and in the interest of safety, the waypoint 
name change is being made. It is important to note that the latitude 
and longitude of this waypoint did not change from that set forth in 
the NPRM and, therefore, the alignment of Q-406 and Q-448 remains the 
same as proposed.
    A minor change to the position of the CANDR waypoint affects the 
description of Q-480. The proposed position of CANDR was lat. 
40[deg]58'02'' N., long. 74[deg]57'30'' W. As a result of refinements 
aligning CANDR as an intersection on J-60, Q-480 and the DEEZZ Standard 
Instrument Departure Procedure, the latitude/longitude position of 
CANDR was adjusted by 0.38 nautical miles. The revised CANDR 
coordinates are lat. 40[deg]57'59.35'' N., long. 74[deg]57'28.70'' W.
    Due to rounding, the CANDR coordinates in the Q-480 legal 
description are lat. 40[deg]57'59''N., long. 74[deg]57'29''W.
    The routing of V-449 differs from the NPRM in that the proposed 
segment that extended between the Selinsgrove, PA VORTAC and the 
Milton, PA VORTAC has been deleted. Flight inspection of that segment 
could not be completed in the allotted time, so the segment is being 
deleted from the route description.

The Rule

    This action amends Title 14 Code of Federal Regulation (14 CFR) 
part 71 by modifying existing routes J-60, Q-42, V-16, V-229 and V-449. 
J-60 is realigned to help reduce congestion and converging en route 
aircraft flows, and to mitigate a choke point over the existing ELIOT 
departure fix.
    RNAV route Q-42 is amended by deleting the current segments between 
the BRNAN, PA, waypoint (WP) and ELIOT, PA, WP and replacing them with 
segments extending from BRNAN WP to new WPs HOTEE, PA; BTRIX, PA; 
SPOTZ, PA, and terminating at a new waypoint ZIMMZ, NJ. This change 
will

[[Page 57904]]

also help reduce converging flows and congestion.
    VOR Federal airways V-16 and V-229 are amended by inserting a 
dogleg north of their present courses by following the Kennedy VOR/DME 
040[deg] radial northeast of Kennedy VOR/DME. V-16 then turns east 
bound, bypassing the Deer Park VOR/DME, then proceeds to the Calverton 
VOR/DME and resumes its current course. V-229 is also modified along 
the Kennedy VOR/DME 040[deg] radial, then turns eastbound to re-
intercept its current course toward the Bridgeport, CT, VOR/DME. The V-
16 and V-229 changes are intended to free up airspace to accommodate a 
climb corridor for John F. Kennedy International Airport (JFK) 
departures.
    V-449, which currently extends between the Lake Henry, PA, VORTAC 
and the Albany, NY, VORTAC, is lengthened westward by adding a new 
segment that extends between the Milton, PA, VORTAC and the Lake Henry, 
PA, VORTAC. This change will facilitate routing for arrivals into La 
Guardia Airport.
    Four new RNAV routes are being established and designated as Q-62, 
Q-406, Q-448 and Q-480. Q-62 will enhance westward flows, reduce 
congestion and provide flexibility for aircraft entering the Cleveland 
ARTCC area and routings toward Chicago.
    Q-406, Q-448 and Q-480, along with the amended Q-42, will reduce 
current converging en route flows that result from dependency on 
ground-based navigation aids. The new Q-route segments will permit some 
alignment with New York departure fixes NEWEL, CANDR and ZIMMZ. These 
new fixes will be used for departures from the New York metropolitan 
area airports to transition and merge aircraft from the terminal 
structure into the high altitude en route structure and vice versa. In 
addition, the new routes will relieve congestion by providing alternate 
routings for aircraft landing at airports outside the New York 
Metropolitan area.
    Jet routes are published in paragraph 2004, high altitude RNAV 
routes are published in paragraph 2006, and VOR Federal airways are 
published in paragraph 6010, respectively, of FAA Order 7400.9V dated 
August 9, 2011, and effective September 15, 2011, which is incorporated 
by reference in 14 CFR 71.1. The jet routes, high altitude RNAV routes 
and VOR Federal airways listed in this document will be subsequently 
published 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 Policies and 
Procedures (44 FR 11034; February 26, 1979); and (3) does not warrant 
preparation of a regulatory evaluation because 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.
    The FAA's authority to issue rules regarding aviation safety is 
found in Title 49 of the United States Code. Subtitle I, Section 106 
describes the authority of the FAA Administrator. Subtitle VII, 
Aviation Programs, describes in more detail the scope of the agency's 
authority.
    This rulemaking is promulgated under the authority described in 
Subtitle VII, Part A, Subpart I, Section 40103. Under that section, the 
FAA is 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 
because it modifies the route structure of Jet Routes as required to 
preserve the safe and efficient flow of air traffic.
    Radials listed in this rule are expressed in degrees relative to 
True North.

Environmental Review

    The FAA has determined that this action is categorically excluded 
from further environmental documentation according to FAA Order 
1050.1E, paragraph 311a, 311b, and 311i. The implementation of this 
action will not result in any extraordinary circumstances in accordance 
with paragraph 304 of Order 1050.1E.

List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

Adoption of the Amendment

    In consideration of the foregoing, the Federal Aviation 
Administration amends 14 CFR part 71 as follows:

PART 71--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR 
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

0
1. The authority citation for part 71 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854, 
24 FR 9565, 3 CFR, 1959-1963 Comp., p. 389.

Sec.  71.1  [Amended]

0
2. The incorporation by reference in 14 CFR 71.1 of FAA Order 7400.9V, 
Airspace Designations and Reporting Points, dated August 9, 2011 and 
effective September 15, 2011, is amended as follows:

Paragraph 2004 Jet Routes

* * * * *

J-60 [Amended]

    From Los Angeles, CA; via Paradise, CA; Hector, CA; Boulder 
City, NV; Bryce Canyon, UT; Hanksville, UT; Red Table, CO; Mile 
High, CO; Hayes Center, NE; Lincoln, NE; Iowa City, IA; Joliet, IL; 
Goshen, IN; DRYER, OH; Philipsburg, PA; INT Philipsburg 100[deg] and 
Sparta, NJ, 253[deg] radials to Sparta, NJ.
* * * * *

Paragraph 2006 United States Area Navigation Routes

* * * * *

Q42 Kirksville, MO (IRK) to ZIMMZ, NJ [Amended]
 
Kirksville, MO (IRK)............  VORTAC.................  (Lat. 40[deg]08'06'' N., long. 92[deg]35'30'' W.)
STRUK, IL.......................  WP.....................  (Lat. 40[deg]14'04'' N., long. 90[deg]18'22'' W.)
Danville, IL (DNV)..............  VORTAC.................  (Lat. 40[deg]17'38'' N., long. 87[deg]33'26'' W.)
Muncie, IN (MIE)................  VOR/DME................  (Lat. 40[deg]14'14'' N., long. 85[deg]23'39'' W.)
HIDON, OH.......................  WP.....................  (Lat. 40[deg]10'00'' N., long. 81[deg]37'27'' W.)
BUBAA, OH.......................  WP.....................  (Lat. 40[deg]10'27'' N., long. 80[deg]58'17'' W.)
PSYKO, PA.......................  WP.....................  (Lat. 40[deg]08'37'' N., long. 79[deg]09'13'' W.)
BRNAN, PA.......................  WP.....................  (Lat. 40[deg]08'07'' N., long. 77[deg]50'07'' W.)
HOTEE, PA.......................  WP.....................  (Lat. 40[deg]20'36'' N., long. 76[deg]29'37'' W.)
BTRIX, PA.......................  WP.....................  (Lat. 40[deg]36'06'' N., long. 75[deg]49'11'' W.)
SPOTZ, PA.......................  WP.....................  (Lat. 40[deg]45'55'' N., long. 75[deg]22'59'' W.)
ZIMMZ, NJ.......................  WP.....................  (Lat. 40[deg]48'11'' N., long. 75[deg]07'25'' W.)
 

[[Page 57905]]

 
 
                                                  * * * * * * *
Q62 NOLNN, OH to SARAA, PA [New]
 
NOLNN, OH.......................  WP.....................  (Lat. 41[deg]14'04'' N., long. 84[deg]38'12'' W.)
WEEVR, OH.......................  WP.....................  (Lat. 41[deg]13'21'' N., long. 84[deg]13'04'' W.)
PSKUR, OH.......................  WP.....................  (Lat. 41[deg]09'16'' N., long. 82[deg]42'57'' W.)
FAALS, OH.......................  WP.....................  (Lat. 41[deg]02'51'' N., long. 80[deg]52'40'' W.)
ALEEE, OH.......................  WP.....................  (Lat. 41[deg]00'28'' N., long. 80[deg]31'54'' W.)
QUARM, PA.......................  WP.....................  (Lat. 40[deg]49'45'' N., long. 79[deg]04'39'' W.)
BURNI, PA.......................  FIX....................  (Lat. 40[deg]39'25'' N., long. 77[deg]48'14'' W.)
MCMAN, PA.......................  FIX....................  (Lat. 40[deg]38'16'' N., long. 77[deg]34'14'' W.)
VALLO, PA.......................  FIX....................  (Lat. 40[deg]37'37'' N., long. 77[deg]26'18'' W.)
Ravine, PA (RAV)................  VORTAC.................  (Lat. 40[deg]33'12'' N., long. 76[deg]35'58'' W.)
SUZIE, PA.......................  FIX....................  (Lat. 40[deg]27'12'' N., long. 75[deg]58'22'' W.)
SARAA, PA.......................  FIX....................  (Lat. 40[deg]26'22'' N., long. 75[deg]53'16'' W.)
 
Q406 Broadway, NJ (BWZ) to Barnes, MA (BAF) [New]
 
Broadway, NJ (BWZ)..............  VOR/DME................  (Lat. 40[deg]47'54'' N., long. 74[deg]49'19'' W.)
DBABE, NY.......................  WP.....................  (Lat. 41[deg]08'30'' N., long. 74[deg]05'46'' W.)
BASYE, NY.......................  FIX....................  (Lat. 41[deg]20'37'' N., long. 73[deg]47'55'' W.)
TRIBS, CT.......................  WP.....................  (Lat. 41[deg]39'29'' N., long. 73[deg]19'03'' W.)
BIGGO, CT.......................  FIX....................  (Lat. 41[deg]57'21'' N., long. 73[deg]04'05'' W.)
Barnes, MA (BAF)................  VORTAC.................  (Lat. 42[deg]09'43'' N., long. 72[deg]42'58'' W.)
 
Q448 Pottstown, PA (PTW) to Barnes, MA (BAF) [New]
 
Pottstown, PA (PTW).............  VORTAC.................  (Lat. 40[deg]13'20'' N., long. 75[deg]33'37'' W.)
LANNA, NJ.......................  FIX....................  (Lat. 40[deg]33'35'' N., long. 75[deg]01'40'' W.)
DBABE, NY.......................  WP.....................  (Lat. 41[deg]08'30'' N., long. 74[deg]05'46'' W.)
BASYE, NY.......................  FIX....................  (Lat. 41[deg]20'37'' N., long. 73[deg]47'55'' W.)
TRIBS, CT.......................  WP.....................  (Lat. 41[deg]39'29'' N., long. 73[deg]19'03'' W.)
BIGGO, CT.......................  FIX....................  (Lat. 41[deg]57'21'' N., long. 73[deg]04'05'' W.)
Barnes, MA (BAF)................  VORTAC.................  (Lat. 42[deg]09'43'' N., long. 72[deg]42'58'' W.)
 
Q480 ZANDR, OH to Kennebunk, ME (ENE) [New]
 
ZANDR, OH.......................  FIX....................  (Lat. 40[deg]00'19'' N., long. 81[deg]31'58'' W.)
Bellaire, OH (AIR)..............  VOR/DME................  (Lat. 40[deg]01'01'' N., long. 80[deg]49'02'' W.)
LEJOY, PA.......................  FIX....................  (Lat. 40[deg]00'12'' N., long. 79[deg]24'54'' W.)
VINSE, PA.......................  FIX....................  (Lat. 39[deg]58'16'' N., long. 77[deg]57'21'' W.)
BEETS, PA.......................  WP.....................  (Lat. 39[deg]57'20'' N., long. 77[deg]26'59'' W.)
HOTEE, PA.......................  WP.....................  (Lat. 40[deg]20'36'' N., long. 76[deg]29'37'' W.)
BTRIX, PA.......................  WP.....................  (Lat. 40[deg]36'06'' N., long. 75[deg]49'11'' W.)
SPOTZ, PA.......................  WP.....................  (Lat. 40[deg]45'55'' N., long. 75[deg]22'59'' W.)
CANDR, NJ.......................  WP.....................  (Lat. 40[deg]57'59'' N., long. 74[deg]57'29'' W.)
JEFFF, NJ.......................  WP.....................  (Lat. 41[deg]14'46'' N., long. 74[deg]27'43'' W.)
Kingston, NY (IGN)..............  VOR/DME................  (Lat. 41[deg]39'56'' N., long. 73[deg]49'20'' W.)
LESWL, CT.......................  WP.....................  (Lat. 41[deg]53'31'' N., long. 73[deg]19'20'' W.)
Barnes, MA (BAF)................  VORTAC.................  (Lat. 42[deg]09'43'' N., long. 72[deg]42'58'' W.)
Kennebunk, ME (ENE).............  VORTAC.................  (Lat. 43[deg]25'32'' N., long. 70[deg]36'49'' W.)
 

* * * * *

Paragraph 6010 VOR Federal Airways

V-16 [Amended]

    From Los Angeles, CA; Paradise, CA; Palm Springs, CA; Blythe, 
CA; Buckeye, AZ; Phoenix, AZ; INT Phoenix 155[deg] and Stanfield, 
AZ, 105[deg] radials; Tucson, AZ; Cochise, AZ; Columbus, NM; El 
Paso, TX; Salt Flat, TX; Wink, TX; INT Wink 066[deg] and Big Spring, 
TX, 260[deg] radials; Big Spring; Abilene, TX; Bowie, TX; Bonham, 
TX; Paris, TX; Texarkana, AR; Pine Bluff, AR; Marvell, AR; Holly 
Springs, MS; Jacks Creek, TN; Shelbyville, TN; Hinch Mountain, TN; 
Volunteer, TN; Holston Mountain, TN; Pulaski, VA; Roanoke, VA; 
Lynchburg, VA; Flat Rock, VA; Richmond, VA; INT Richmond 039[deg] 
and Patuxent, MD, 228[deg] radials; Patuxent; Smyrna, DE; Cedar 
Lake, NJ; Coyle, NJ; INT Coyle 036[deg] and Kennedy, NY, 209[deg] 
radials; Kennedy; INT Kennedy 040[deg] and Calverton, NY, 261[deg] 
radials; Calverton; Norwich, CT;
    Boston, MA. The airspace within Mexico and the airspace below 
2,000 feet MSL outside the United States is excluded. The airspace 
within Restricted Areas R-5002A, R-5002C, and R-5002D is excluded 
during their times of use. The airspace within Restricted Areas R-
4005 and R-4006 is excluded.

V-229 [Amended]

    From Patuxent, MD; INT Patuxent 036[deg] and Atlantic City, NJ, 
236[deg] radials; Atlantic City; INT Atlantic City 055[deg] and 
Colts Neck, NJ, 181[deg] radials; INT Colts Neck 181[deg] and 
Kennedy, NY, 209[deg] radials; Kennedy; INT Kennedy 040[deg] and 
Calverton, NY, 261[deg] radials; INT Calverton 261[deg] and Kennedy 
053[deg] radials; INT Kennedy 053[deg] and Bridgeport, CT, 200[deg] 
radials; Bridgeport; Hartford, CT; INT Hartford 040[deg] and 
Gardner, MA, 195[deg] radials; Gardner; Keene, NH; INT Keene 
336[deg] and Burlington, VT, 160[deg] radials; to Burlington. The 
airspace within R-5002B is excluded during times of use. The 
airspace below 2,000 feet MSL outside the United States is excluded.

V-449 [Amended]

    From Milton, PA; INT Milton 064[deg] and Williamsport, PA 
109[deg] radials; Lake Henry, PA; DeLancey, NY; Albany, NY.

    Issued in Washington, DC on September 12, 2011.
Gary A. Norek,
Acting Manager, Airspace, Regulations and ATC Procedures Group.
[FR Doc. 2011-23839 Filed 9-16-11; 8:45 am]
BILLING CODE 4910-13-P
```