4162 Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations

increased risk of explosion in the

fuselage fuel tank.

EFFECTIVE DATE: March 4, 1998.

ADDRESSES: Information pertaining to

this rulemaking action may be examined

at the Federal Aviation Administration

(FAA), Transport Airplane Directorate,

Rules Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to all Dassault Model

Mystere Falcon 200 series airplanes was

published in the Federal Register on

November 26, 1997 (62 FR 63041). That

action proposed to require reducing the

life limit of the polyurethane foam used

in the fuselage fuel tanks.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

The FAA estimates that 20 Model

Mystere Falcon 200 series airplanes of

U.S. registry will be affected by this AD,

that it will take approximately 8 work

hours per airplane to accomplish the

required actions, and that the average

labor rate is $60 per work hour.

Required parts will cost approximately

$4,000 per airplane. Based on these

figures, the cost impact of the AD on

U.S. operators is estimated to be

$89,600, or $4,480 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

For the reasons discussed above, I

certify that this action (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)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, 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:

98–03–01 Dassault Aviation: Amendment

39–10293 Docket 97–NM–189–AD.

Applicability: All Model Mystere Falcon

200 series airplanes, certificated in any

category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (b) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent fuel contamination or increased

risk of explosion in the fuselage fuel tank as

a result of degradation of the polyurethane

foam used in the fuselage fuel tanks,

accomplish the following:

(a) Replace the polyurethane foam in the

fuselage fuel tanks with new foam, in

accordance with procedures specified in

Chapter 5 of the Dassault Falcon 200

Maintenance Manual, at the later of the times

specified in paragraph (a)(1) or (a)(2) of this

AD. Thereafter, replace the foam with new

foam at intervals not to exceed 8 years.

(1) Within 8 years after the last

replacement of the foam; or

(2) Within 7 months or 350 flight hours

after the effective date of this AD, whichever

occurs first.

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Note 3: The subject of this AD is addressed

in French airworthiness directive (CN) 96–

078–021(B), dated April 10, 1996.

(d) This amendment becomes effective on

March 4, 1998.

Issued in Renton, Washington, on January

21, 1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–1971 Filed 1–27–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 95-AWA–1]

RIN 2120–AA66

Modification of the Houston Class B

Airspace Area; TX

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.
Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations 4163

SUMMARY: This action modifies the

Houston, TX, Class B airspace area.

Specifically, this action reconfigures

two existing subarea boundaries and

establishes an additional subarea within

the Houston Class B airspace area. The

FAA is taking this action to enhance

safety, reduce the potential for midair

collision, and to improve management

of air traffic operations into, out of, and

through the Houston Class B airspace

area while accommodating the concerns

of airspace users. Additionally, the

graphic that accompanied the notice

proposing this action inadvertently

depicted several incorrect mileage

points. This action corrects those errors.

EFFECTIVE DATE: 0901 UTC, February 26,

1998.

FOR FURTHER INFORMATION CONTACT: Ms.

Sheri A. Edgett Baron, 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

On December 17, 1991, the FAA

published the Airspace Reclassification

Final Rule (56 FR 65655). This rule

discontinued the use of the term

‘‘Terminal Control Area’’ and replaced it

with the designation ‘‘Class B airspace

area.’’ This change in terminology is

reflected in this final rule.

The Class B airspace area program

was developed to reduce the potential

for midair collision in the congested

airspace surrounding airports with high

density air traffic by providing an area

wherein all aircraft are subject to certain

operating rules and equipment

requirements.

The density of traffic and the type of

operations being conducted in the

airspace surrounding major terminals

increases the probability of midair

collisions. In 1970, an extensive study

found that the majority of midair

collisions occurred between a general

aviation (GA) aircraft and an air carrier

or military aircraft, or another GA

aircraft. The basic causal factor common

to these conflicts was the mix of aircraft

operating under visual flight rules (VFR)

and aircraft operating under instrument

flight rules (IFR). Class B airspace areas

provide a method to accommodate the

increasing number of IFR and VFR

operations. The regulatory requirements

of Class B airspace areas afford the

greatest protection for the greatest

number of people by giving air traffic

control (ATC) increased capability to

provide aircraft separation service,

thereby minimizing the mix of

controlled and uncontrolled aircraft.

On May 21, 1970, the FAA published

the Designation of Federal Airways,

Controlled Airspace, and Reporting

Points Final Rule (35 FR 7782). This

rule provided for the establishment of

Class B airspace areas. To date, the FAA

has established a total of 29 Class B

airspace areas.

The standard configuration of a Class

B airspace area contains three

concentric circles centered on the

primary airport extending to 10, 20, and

30 nautical miles (NM), respectively.

The standard vertical limit of a Class B

airspace area normally should not

exceed 10,000 feet mean sea level

(MSL), with the floor established at the

surface in the inner area and at levels

appropriate for the containment of

operations in the outer areas. Variations

of these criteria may be utilized

contingent on the terrain, adjacent

regulatory airspace, and factors unique

to the terminal area.

The coordinates in this docket are

based on North American Datum 83.

Class B airspace areas are published in

paragraph 3000 of FAA Order 7400.9E,

dated September 10, 1997, and effective

September 16, 1997 which is

incorporated by reference in 14 CFR

71.1. The Class B airspace area listed in

this document will be published

subsequently in the Order.

Related Rulemaking Actions

On June 21, 1988, the FAA published

the Transponder with Automatic

Altitude Reporting Capability

Requirement Final Rule (53 FR 23356).

This rule requires all aircraft to have an

altitude encoding transponder when

operating within 30 NM of any

designated Class B airspace primary

airport from the surface up to 10,000

feet MSL. This rule excluded those

aircraft that were not originally

certificated with an engine driven

electrical system, (or those that have not

subsequently been certified with such a

system), balloons, or gliders.

On October 14, 1988, the FAA

published the Terminal Control Area

(TCA) Classification and TCA Pilot and

Navigation Equipment Requirements

Final Rule (53 FR 40318). This rule, in

part, requires the pilot-in-command of a

civil aircraft operating within a Class B

airspace area to hold at least a private

pilot certificate, except for a student

pilot who has received certain

documented training.

Public Input

In June 1992, an ad hoc committee

was formed, representing airspace users,

to analyze the Houston Class B airspace

area and develop recommendations for

modifying the existing airspace design.

The ad hoc committee met on several

occasions and submitted written

recommendations for modifying the

Houston Class B airspace area.

As announced in the Federal Register

on January 28, 1994 (59 FR 4134), a preNPRM informal airspace meeting was

held on April 19, 1994, in Pasadena, TX,

to provide local airspace users an

opportunity to present input on the

design of the planned modifications of

the Houston Class B airspace area.

On October 30, 1997, the FAA

published an NPRM (62 FR 58694) that

proposed to modify the Houston, TX,

Class B airspace area. Interested parties

were invited to participate in this

rulemaking effort by submitting

comments on the proposal to the FAA.

In response to this NPRM, the FAA

received one comment from the Chapter

712 Experimental Aircraft Association.

This comment supported the proposal.

The Rule

This amendment to 14 CFR part 71

(part 71) modifies the Houston Class B

airspace area. Specifically, this action

reconfigures subarea A, expands subarea

D, and establishes an additional subarea

E southwest of the William P. Hobby

Airport within the existing Houston

Class B airspace area. The FAA is taking

this action to enhance safety, reduce the

potential for midair collision, and to

improve management of air traffic

operations into, out of, and through the

Houston Class B airspace area while

accommodating the concerns of airspace

users.

This action realigns a portion of the

eastern boundary of subarea D where it

intersects I–10 in the vicinity of Bayton

Airport and R.W.J. Airpark, by

extending the boundary along the

Humble VORTAC 30 NM arc until it

intercepts the 20 NM arc of the Hobby

VOR/DME. The 4,000 feet MSL floor of

subarea D allows nonparticipating

aircraft ingress and egress out of the

Bayton Airport and R.W.J. Airpark.

Additionally, this action reconfigures

a portion of subarea A around William

P. Hobby Airport by reconfiguring its

eastern boundary. This modification

provides aircraft operators utilizing

Ellington Airport approximately 1 1⁄2-

miles of additional airspace for aircraft

operations west of Ellington Airport.

This action also creates a new subarea

E in the vicinity of Southwest Airport

with a floor of 2,500 feet MSL. This

modification provides additional

airspace for nonparticipating aircraft

operating below the floor of the Houston

Class B airspace area.
4164 Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations

The graphic included in the NPRM

inadvertently depicted several incorrect

mileage points. The 15 and 20-mile arcs

were depicted with incorrect mileage,

and the 8-mile arc surrounding the

George Bush Intercontinental Airport

did not depict mileage. Except for

mileage corrections made to the graphic,

this amendment is the same as that

proposed in the notice.

Regulatory Evaluation Summary

Changes to Federal regulations must

undergo several economic analyses.

First, Executive Order 12866 directs that

each Federal agency shall propose or

adopt a regulation only upon a reasoned

determination that the benefits of the

intended regulation justify its costs.

Second, the Regulatory Flexibility Act

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

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. Therefore, 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 in the full

Regulatory Evaluation in the docket.

The regulatory evaluation analyzes

the potential costs and benefits of the

final rule to amend part 71. This final

rule reconfigures several subareas and

establishes a subarea within the

Houston, TX, Class B airspace area.

Specifically, this final rule reconfigures

subarea A, expands subarea D, and

establishes a subarea E with a floor of

2,500 feet MSL.

The FAA has determined that this

rule will generate benefits for system

users and the agency by enhancing

aviation safety and operational

efficiency. Operational efficiency will

increase through the enhanced

capability of Houston Air Traffic

Control Tower (ATCT) to provide

sequencing and separation of arrivals

and departures for IFR and VFR

operations in areas of higher complexity

by releasing airspace in that portion of

subarea A where there is less traffic.

The FAA has determined that aircraft

operators will not incur any additional

navigational or equipment costs as a

result of this rule. The modification of

subarea D slightly expands the overall

size of the Class B airspace area, and

will not impose any additional avionics

equipment or circumnavigation cost

onto operators. The reconfiguration of

subarea A will move the lateral

boundary inward (west), subsequently

reducing the overall size of the subarea.

The FAA contends that the reduction of

the subarea lateral boundary may reduce

circumnavigation cost for GA

operations.

The final rule will not impose any

additional administrative costs onto the

FAA for personnel, facilities, or

equipment. This action provides

additional ATC participation in subarea

D with higher operations complexity,

but will not expand the Class B airspace

area lateral boundaries beyond the 30

NM arc.

In view of the potential benefits of

enhanced aviation safety and increased

operational efficiency and the negligible

cost of compliance, the FAA has

determined that this rule will be costbeneficial.

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 regulatory agencies to

review rules which may have ‘‘a

significant economic impact on a

substantial number of small entities.’’

The FAA certifies that the final rule

will not have an adverse effect on a

substantial number of small entities.

This assessment is based on the premise

that potentially impacted operators

regularly fly into airports where radar

approach control services have already

been established. In addition, increasing

the overall size of the Class B airspace

area by such a small area will not

impose any additional cost on

circumnavigating operators for time and

fuel. The FAA contends that the final

rule will not result in a significant

economic impact on a substantial

number of small entities, in view of the

negligible cost of compliance. Therefore,

a regulatory flexibility analysis is not

required under the terms of the RFA.

International Trade Impact Assessment

The final rule will not constitute a

barrier to international trade to either

the export of American goods and

services to foreign countries, or to the

import of foreign goods and services

into the United States. This

modification will not impose costs on

aircraft operators or aircraft

manufacturers in the U.S. or foreign

countries. The modifications of the

Houston Class B airspace area will only

affect U.S. terminal airspace operating

procedures in the vicinity of Houston.

The modification will not have

international trade ramifications

because it is a domestic airspace matter

that will not impose additional costs or

requirements on affected entities.

Unfunded Mandates Assessment

Title II of the Unfunded Mandates

Reform Act of 1995 (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

proposed ‘‘significant intergovernmental

mandate.’’ A ‘‘significant

intergovernmental mandate’’ under the

Act is any provision in a Federal agency

regulation that would 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, 203 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 rule does not contain any

Federal intergovernmental or private

sector mandates. 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 the Amendment

In consideration of the foregoing, the

Federal Aviation Administration

amends 14 CFR part 71 as follows:
Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations 4165

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 7400.9E, Airspace

Designations and Reporting Points,

dated September 10, 1997, and effective

September 16, 1997, is amended as

follows:

Paragraph 3000—Subpart B—Class B

Airspace

* * * * *

ASW TX B Houston, TX [Revised]

George Bush Intercontinental Airport (IAH)

(Primary Airport)

(lat. 29°58′50′′ N., long. 95°20′23′′ W.)

William P. Hobby Airport (Secondary

Airport)

(lat. 29°38′44′′ N., long. 95°16′44′′ W.)

Ellington Field (lat. 29°38′27′′ N., long.

95°09′32′′ W.)

Humble VORTAC (IAH) (lat. 29°57′25′′ N.,

long. 95°20′45′′ W.)

Hobby VOR/DME (HUB) (lat. 29°39′01′′ N.,

long. 95°16′45′′ W.)

Boundaries

Area A. That airspace extending upward

from the surface to and including 10,000 feet

MSL bounded by a line beginning at the

intersection of the Humble VORTAC 8-mile

arc and the 090° radial; thence clockwise

along the Humble VORTAC 8-mile arc to the

Humble VORTAC 069° radial; thence east

along the Humble VORTAC 069° radial to the

10-mile arc of Humble VORTAC; thence

clockwise along the 10-mile arc to the

Humble VORTAC 090° radial; thence west to

the point of beginning; and that airspace

bounded by a line beginning at lat. 29°45′37′′

N., long. 95°21′58′′ W.; to lat. 29°45′46′′ N.,

long. 95°11′47′′ W.; thence clockwise along

the Hobby VOR/DME 8-mile DME arc to

intercept the Hobby VOR/DME 056° radial;

thence southwest along the Hobby VOR/DME

056° radial to the 5.1 NM fix, thence direct

to the Hobby VOR/DME 131°/005.8 NM fix;

thence southeast along the Hobby VOR/DME

131≥ radial to intercept the Hobby VOR/DME

7 NM arc; thence clockwise on the 7 NM arc

to the Hobby VOR/DME 156° radial; thence

north along the Hobby VOR/DME 156° radial

to the Hobby VOR/DME 6-mile fix; thence

clockwise along the Hobby VOR/DME 6 NM

arc to the Hobby VOR/DME 211° radial;

thence south along the Hobby VOR/DME

211° radial to the Hobby VOR/DME 8-mile

arc clockwise to the point of beginning.

Area B. That airspace extending upward

from 2,000 feet MSL to and including 10,000

feet MSL bounded by a line beginning at the

intersection of State Highway 59 (SH 59) and

the Hobby VOR/DME 15-mile arc; thence

counterclockwise along the Hobby VOR/

DME 15-mile arc to the intersection of the

Hobby VOR/DME 15-mile arc and State Road

6 (SR 6); thence southeast along SR 6 to the

intersection of SR 6 and Farm Road 521 (FR

521); thence south along FR 521 to the

intersection of FR 521 and the Hobby VOR/

DME 15-mile arc; thence counterclockwise

along the Hobby VOR/DME 15-mile arc to

the Hobby VOR/DME 211° radial; thence

northeast along the Hobby VOR/DME 211°

radial to the Hobby VOR/DME 10-mile arc;

thence east along the Hobby VOR/DME 10-

mile arc to the Hobby VOR/DME 156° radial;

thence southeast along the Hobby VOR/DME

156°radial to the Hobby VOR/DME 15-mile

arc; thence counterclockwise on the Hobby

VOR/DME 15-mile arc to the intersection of

the Hobby VOR/DME 15-mile arc and the

Humble VORTAC 15-mile arc; thence

counterclockwise along the Humble

VORTAC 15-mile arc to the intersection of

the Hobby VOR/DME 15-mile arc and

Westheimer Road lat. 29°44′07′′ N., long.

95°28′47′′ W.; thence southwest to and along

SH 59 to the point of beginning, excluding

Area A.

Area C. That airspace extending upward

from 3,000 feet MSL to and including 10,000

feet MSL bounded by a line beginning at the

intersection of SH 59 and the Humble

VORTAC 20-mile DME arc; thence clockwise

along the Humble VORTAC 20-mile DME arc

to the intersection of the Humble VORTAC

20-mile DME arc and Interstate 10 (I–10),

west on I–10 to the Hobby VOR/DME 15-mile

arc; thence counterclockwise along the

Hobby VOR/DME 15-mile arc to the Humble

VORTAC 15-mile DME arc; thence

counterclockwise along the Humble

VORTAC 15-mile DME arc to the intersection

of the Humble VORTAC 15 NM DME arc and

Westheimer Road; thence southwest to and

along SH 59 to the point of beginning; and

that airspace beginning at the intersection of

the Hobby VOR/DME 15-mile arc and 156°

radial; thence north along the Hobby VOR/

DME 156° radial to the Hobby VOR/DME 10-

mile arc clockwise along the Hobby VOR/

DME 10-mile arc to the Hobby VOR/DME

211° radial; thence south along the Hobby

VOR/DME 211° radial to intersect the 15-mile

arc to the point of beginning.

Area D. That airspace extending upward

from 4,000 feet MSL to and including 10,000

feet MSL bounded by a line beginning at the

intersection of SH 59 and the Humble

VORTAC 30-mile DME arc; thence clockwise

along the Humble VORTAC 30-mile DME arc

to the intersection of the Humble VORTAC

30 NM arc and the Hobby VOR/DME 20 NM

arc; thence clockwise along the Hobby VOR/

DME 20-mile arc to SH 59; thence southwest

on SH 59 to the point of beginning, excluding

Areas B, C, and E.

Area E. That airspace extending upward

from 2,500 feet MSL to and including 10,000

feet MSL bounded by a line beginning at the

intersection of the Hobby VOR/DME 15 NM

arc and State Road 6 (SR 6); thence

southeast along SR 6 to the intersection of

SR 6 and Farm Road 521 (FR 521); thence

south along FR 521 to the intersection of FR

521 and the Hobby VOR/DME 15 NM arc;

thence counterclockwise along the Hobby

VOR/DME 15 NM arc to the point of the

beginning.

* * * * *

Issued in Washington, DC, on January 14,

1998.

John S. Walker,

Program Director for Air Traffic Airspace

Management.

Note: This Appendix will not appear in the

Code of Federal Regulations.

Appendix—Houston, TX, Class B Airspace

Area.

BILLING CODE 4910–13–P
4166 Federal Register / Vol. 63, No. 18 /Wednesday, January 28, 1998 /Rules and Regulations

[FR Doc. 98–1624 Filed 1–27–98; 8:45 am]

BILLING CODE 4910–13–C