26594 Federal Register / Vol. 60, No. 95 / Wednesday, May 17, 1995 / Rules and Regulations

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 92–AWA–6]

RIN 2120–AF02

Alteration of the Charlotte Class B

Airspace Area; North Carolina

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This rule alters the Charlotte,

NC, Class B airspace area. The

designated lateral and vertical limits of

the Charlotte Class B airspace area will

continue as they currently exist—a 30-

mile radius of Charlotte/Douglas

International Airport from the surface or

higher to and including 10,000 feet

mean sea level (MSL). Some lower

vertical limits will change. Several of

the subareas in the Class B airspace area

are altered and redefined to improve the

flow of aviation traffic and enhance

safety in the Charlotte area while

accommodating the concerns of airspace

users.

EFFECTIVE DATE: 0701 UTC July 20, 1995.

FOR FURTHER INFORMATION CONTACT:

Patricia P. Crawford, Airspace and

Obstruction Evaluation Branch (ATP–

240), Airspace-Rules and Aeronautical

Information Division, Air Traffic Rules

and Procedures Service, Federal

Aviation Administration, 800

Independence Avenue, SW.,

Washington, DC 20591; Telephone:

(202) 267–9255.

SUPPLEMENTARY INFORMATION:

Background

Airspace reclassification, effective

September 16, 1993, discontinued the

use of the term ‘‘Terminal Control Area’’

(TCA) and replaced it with the

designation ‘‘Class B Airspace.’’ This

change in terminology is reflected in

this rule. On May 21, 1970, the FAA

published Amendment No. 91–78 to

part 91 of Title 14 Code of Federal

Regulations (CFR) that provided for the

establishment of Class B airspace areas

(35 FR 7782).

The Class B airspace area program

was developed to reduce the midair

collision potential in the congested

airspace surrounding airports with high

density air traffic by providing an area

in which all aircraft will be 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 increase 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,

military, or another GA aircraft. The

basic causal factor common to these

conflicts was the mix of uncontrolled

aircraft operating under visual flight

rules (VFR) and controlled aircraft

operating under instrument flight rules

(IFR). The establishment of Class B

airspace areas provides a method to

accommodate the increasing number of

IFR and VFR operations. The regulatory

requirements of Class B airspace afford

the greatest protection for the greatest

number of people by providing Air

Traffic Control (ATC) with an increased

capability to provide aircraft separation

service, thereby minimizing the mix of

controlled and uncontrolled aircraft. To

date, the FAA has established a total of

29 Class B airspace areas.

On June 21, 1988, the FAA published

a final rule which required aircraft to

have Mode C equipment when operating

within 30 nautical miles of any

designated Class B airspace area

primary airport from the surface up to

10,000 feet MSL, excluding those

aircraft not certificated with an enginedriven electrical system, balloons, or

gliders (53 FR 23356).

User Group Participation

The alterations adopted by this rule

are based on the FAA’s analysis of the

airspace, a review of the written

comments submitted to the docket, and

oral comments made by members of the

aviation community in public hearings.

The proposed changes to the Charlotte

Class B airspace area were published in

a Notice of Proposed Rulemaking

(NPRM) on March 2, 1994 (59 FR

10040).

Discussions of Comments

The FAA received 10 written

comments regarding the proposed

alteration of the Charlotte Class B

airspace area. The FAA has determined

that alterations to the Charlotte Class B

airspace area, as contained herein, will

promote the safe and efficient use of

airspace and will meet users concerns.

Some of the comments addressed

subject areas that were not relevant to

this rulemaking; therefore, these

comments will not be discussed.

Summarization of Comments By Subject

Matter

(1) One commenter, a private/

business pilot, wrote concerning the

incremental cost for transient aircraft

circumnavigating the Charlotte Class B

airspace area. The pilot suggested that

the FAA was not realistic in estimating

the cost imposed on the flying public

when proposing to expand the area.

This alteration involves minimal

expansion of the existing Charlotte Class

B airspace area, and the cost to the

flying public is expected to be

negligible. To further address the

concerns of pilots utilizing the Charlotte

Class B airspace area, the FAA

coordinated with the local airspace

users to develop the Charlotte Visual

Flight Rules (VFR) Flyway Planning

Chart. The initial edition of the

Charlotte VFR Flyway Planning Chart

will be published coincidental with this

rule action.

(2) The FAA received comments and

recommendations from the Aircraft

Owners and Pilots Association (AOPA),

Air Transport Association (ATA),

Experimental Aircraft Association

(EAA), Soaring Society of America, Inc.

(SSA), JAARS Inc., and other aviationrelated businesses and pilots as

summarized below:

Commenters suggested that the ceiling

of the Charlotte Class B airspace area be

lowered to 8,000 feet MSL in lieu of the

existing 10,000 feet MSL. EAA wrote,

that contrary to FAA’s response in

NPRM, lowering the ceiling would not

cause VFR aircraft to conflict with IFR

aircraft transitioning on Victor airway

37. Furthermore, EAA stated that

separation standards could be achieved

because VFR aircraft would be 500 feet

MSL above or below the IFR aircraft.

AOPA alleged that the FAA’s decision

to maintain the ceiling at 10,000 feet

MSL is ‘‘blatantly discriminatory

towards GA.’’ In AOPA’s opinion, VFR

GA aircraft can not get clearances into

the Class B airspace area; rather, they

are routed on airways around this

airspace increasing both the cost and

time of the flight. AOPA further states,

that it is also apparent that the FAA’s

decision to retain the 10,000 foot ceiling

did not consider the Traffic Alert and

Collision Avoidance System (TCAS)

requirements for airlines or the

transponder/Mode C requirement for

GA. One commenter suggested that

there was no rational basis for a ceiling

of 10,000 MSL for the airspace.

The FAA can not adopt this

recommendation to lower the ceiling of

the Charlotte Class B airspace area. The

impact of lowering the ceiling of the

Charlotte Class B airspace area to 8,000

feet MSL would be to reduce safety in

the area between 8,000 feet MSL and

10,000 feet MSL. Within a 20-mile

radius of the Charlotte/Douglas

International Airport the airspace

between 7,000 feet MSL and 10,000 feet

MSL is frequently utilized by large

numbers of high performance turbojet

and turboprop aircraft. Arrivals and
Federal Register / Vol. 60, No. 95 / Wednesday, May 17, 1995 / Rules and Regulations 26595

departures of these aircraft average 100+

per hour and must be combined with an

increasing number of overflights. During

the 12-month period, June 25, 1993, to

June 24, 1994, the FAA recorded 30,000

IFR and 31,000 VFR overflights with

monthly highs of 3,000 and 2,800,

respectively, operating in the airspace

between 7,000 and 10,000 feet MSL.

During the preliminary phase of this

rulemaking the FAA explored several

options before considering an alteration

to the Charlotte Class B airspace area.

The FAA concluded that the existing

airspace area is not sufficient to manage

the peak volumes of IFR operations

experienced in today or in the future.

Without this alteration, changes to the

existing procedures and significant

limitations on the volume of air traffic

facilities would be required to support

all aircraft. The alternatives to

modifying the airspace would have a

negative impact on the air traffic system

by forcing other facilities to routinely

hold aircraft on the ground. Disrupted

schedules and additional financial

burdens would then be placed on the

airspace users. Consequently, the FAA

has determined to alter the Charlotte

Class B airspace area as provided in this

document to improve the flow of

aviation traffic and enhance safety.

(3) Comments objecting to the

lowering of the floor of Area C to 3,600

and Area D to 4,600 feet MSL from

6,000 feet MSL between 20- to 25-miles

north and south of the airport were

received. AOPA and EAA stated that it

was practical for ATC to keep

commercial jets higher then 3,600 feet

MSL during descent 25 miles from the

airport.

The FAA does not concur with this

option. ATC procedures at the airport

routinely require that aircraft be

sequenced on the final approach courses

at and beyond 20 miles. Lowering the

Charlotte Class B airspace floor permits

turn-on for the simultaneous instrument

landing system (ILS) and/or visual

approach at 3,600 feet MSL and 4,600

feet MSL between 20 and 25 miles. The

FAA has determined that the

requirement to intercept a precision

approach at or below the glideslope

cannot be met without lowering the

floor of Areas C and D. Ensuring

separation within the 20- to 25-mile arc

area of the Charlotte/Douglas

International Airport at 3,600 feet MSL

and 4,600 feet MSL enhances the safety

of flight operating in this area regardless

of weather conditions.

(4) One commenter objected to

lowering the floor in Area E from 8,000

feet MSL to 6,000 feet MSL between 25

to 30 nautical miles from the airport.

Aircraft executing approaches and

transitioning through Areas C and D, at

3,600 and 4,600 feet MSL respectively,

must utilize Area E. Retaining the floor

Area E at 8,000 feet MSL causes aircraft

to fly a circuitous route to the final

approach course or descend below the

floor of the Class B airspace area. The

FAA has determined that lowering the

floor to 6,000 feet MSL in Area E

enhances safety.

(5) One commenter wrote with

objections to the proposed design

alteration of the Charlotte Class B

airspace area. In this pilot’s opinion, the

present airspace ‘‘dart board’’ design

and navigation is simple and straight

forward. Currently, the Charlotte Class B

airspace area has very high frequency

omnidirectional range and distance

measuring equipment (VOR/DME) that

is easy to identify and consistent with

the arrival corridors outlined in the

Charlotte/Douglas International Airport

standard terminal arrival routes. The

commenter said that the new design

could only serve to confuse pilots

operating in that area.

The FAA made an effort to modify the

Charlotte Class B airspace area to

accommodate all airspace users. This

site-specific design was developed by a

working group, consisting of local pilots

and airport operators. The FAA has

determined that this rule will best

accommodate the concerns of airspace

users and enhance safety.

(6) Comments were received from

EAA and the SSA (on behalf of the

members of the Chester Soaring

Association). The commenters opposed

lowering the floor in the southern half

of the area between 20- to 25-miles in

the vicinity of the Chester, SC, airport,

lowering the floor of the southwest

arrival/departure corridors to 6,000 feet

MSL, and adding certain triangular

shaped areas to the Class B airspace area

adjacent to the arrival and departure

corridors on the southwest and

southeast. These commenters suggested

that the Class B airspace area not be

amended until actual air traffic growth

warrants further change.

The FAA accommodates the glider

operations, through a letter of agreement

(LOA), as air traffic conditions permit.

The FAA has determined that this rule

will accommodate the concerns of glider

users in a safe and efficient manner. The

FAA has found that Charlotte/Douglas

International Airport and the associated

Class B airspace area has experienced an

average of 31⁄2 per cent increase in

operations during the past 5 years. The

FAA has determined that the growth in

air traffic operations coupled with the

changing needs of the airspace users

warrant the modifications to the Class B

airspace area set out in this rule.

(7) ATA and ALPA submitted

comments in support of the alteration to

the Charlotte Class B airspace area as

proposed.

The Rule

This amendment to part 71 of the

Federal Aviation Regulations (14 CFR

part 71) modifies Class B airspace area

around Charlotte/Douglass International

Airport. The upper limits of the

Charlotte Class B Airspace area remain

at 10,000 feet MSL, however, the

subareas within the area are modified.

The surface area, Area A, is reduced to

a 7-nautical mile radius from an 11-

nautical mile radius of the Charlotte/

Douglas International Airport.

Modifying Area A enhances the

utilization of the airspace for east-west

VFR traffic while providing maximum

separation between IFR and VFR traffic.

Area B is established between the 7 to

11-nautical mile radius of the airport, to

include that airspace from 1,800 feet

MSL to but not including 10,000 feet

MSL. Area C and Area D are altered

extending north and south of the

airport, between the 11 to 25-nautical

mile radius, and including that airspace

from 3,600 and 4,600 feet MSL to but

not including 10,000 feet MSL. Areas C

and D are designated to accurately

reflect the needs of ATC, to support

operations for simultaneous ILS and/or

visual approach, and to meet the

requirement to intercept the precision

approach at or below the glideslope.

Both Areas E, between the 25 to 30-

nautical mile radius, are modified to

lower their floors from 8,000 feet MSL

to 6,000 feet MSL, to align aircraft on

the final approach course and contain

aircraft operations within the Class B

airspace area. The alteration of the

Charlotte Class B airspace area is

depicted in the attached chart.

Class B airspace designations are

published in Paragraph 3000 of FAA

Order 7400.9B, dated July 18, 1994, and

effective September 16, 1994, which is

incorporated by reference in 14 CFR

71.1. The Class B airspace area listed in

this airspace alteration will be

published subsequently in the Order.

The coordinates for this airspace docket

are based on North American Datum 83.

Regulatory Evaluation

This section summarizes the

regulatory evaluation prepared by the

FAA on the proposed amendments to 14

CFR part 71—to alter the Charlotte Class

B Airspace. This summary and the full

regulatory evaluation quantify, to the

extent practicable, estimated costs to the

private sector, consumers, and Federal,

State, and local governments as well as

anticipated benefits.
26596 Federal Register / Vol. 60, No. 95 / Wednesday, May 17, 1995 / Rules and Regulations

The FAA has determined that this

rulemaking is not ‘‘a significant

rulemaking action’’, as defined by

Executive Order 12866 (Regulatory

Planning and Review). The anticipated

costs and benefits associated with this

final rule are summarized below (A

detailed discussion of costs and benefits

is contained in the full evaluation in the

docket for this final rule.).

Operational requirements require that

the Class B Airspace area be lowered at

20 and 25 nautical miles from the

Charlotte/Douglas International Airport

(CLT) to more easily accommodate large

turbine-powered aircraft operating in

the Class B Airspace area.

The modifications to the Charlotte

Class B Airspace area are the result of

a study conducted by the FAA. The

airspace design reflects user feedback

and information obtained during

Informal Airspace Meetings held June

17 and 18, 1992, at the North Carolina

Air National Guard Facility at Charlotte

Douglas International Airport.

Cost Analysis

The final rule will impose little or no

administrative costs to the FAA.

Additional personnel and equipment

are not needed to implement this rule.

The FAA’s controller workforce will be

trained in the aspects and procedures of

the Class B Airspace area during

regularly scheduled briefing sessions at

no additional costs to the FAA.

The Charlotte Terminal Area Chart

will require revision to incorporate the

addition of a VFR Flyway Planning

Chart that facilitates entry into and

flight around the Class B Airspace. The

FAA will publish the initial Charlotte

VFR Flyway Planning Chart

coincidental with this rulemaking

action, and will continue to incorporate

these changes as the terminal area chart

is routinely updated. These changes are

considered part of the ordinary cost of

chart revision, and therefore, the FAA

will incur no additional costs. Because

pilots should use current charts, they

will not incur any additional costs

either; as the charts become obsolete,

pilots will replace them with charts that

depict the modified Class B Airspace.

The final rule will impose little costs

to VFR users for several reasons. The

FAA expects that Lincolnton, Jaars/

Townsend, and Lake Norman airports

will be the only public airports affected

by the lower floor. To the north of

Charlotte, the Class B Airspace area

floor will change from 6,000 feet MSL

to 4,600 feet MSL (over Lincolnton) and

will create a 6,000 foot MSL floor over

Lake Norman. To the south of Charlotte,

the Jaars/Townsend airport will be

affected by the floor of the Class B

Airspace area changing from 6,000 feet

MSL to 3,600 feet MSL. Pilots currently

using this affected airspace may choose

to avoid or remain outside of Class B

Airspace area by flying below the area

floors or circumnavigating the Class B

Airspace area. Alternatively, they may

choose to participate in the Charlotte

Class B Airspace area. Those choosing

to avoid the Class B Airspace area by

circumnavigation will incur

circumnavigation costs, but the added

time and cost to circumnavigate is

expected to be minimal. Those pilots

who continue to operate in this airspace

by participating in the Charlotte Class B

Airspace area will be required to contact

ATC and follow the operational rules

requirements of a Class B Airspace area.

Those aircraft operators who wish to

avoid the Class B Airspace area face

potential circumnavigation costs in

those areas where the floor will be

lowered north and south of the airport.

However, this impact is expected to be

offset by those general aviation aircraft

that will benefit by the reduced surface

area of the Class B Airspace area and the

raised floor of the Class B Airspace area

east and west of the airport. Therefore,

the net total cost impact is expected to

be negligible.

Finally, glider operations will

continue to be accommodated by the

LOA as air traffic conditions permit.

These procedures will accommodate the

concerns of all airspace users in a safe

and efficient manner.

Benefit Analysis

This rule is expected to enhance

safety by reducing the risk of midair

collisions by increasing the area of Class

B airspace around Charlotte, North

Carolina.

Due to the proactive nature of these

changes, the potential safety benefits are

difficult to quantify in monetary terms.

Aircraft operations within the present

configuration of the Charlotte Class B

Airspace area have increased since the

initial Class B Airspace area was

established. A greater number and mix

of high performance aircraft and other

aircraft of varying performance

characteristics now utilize this airspace.

Additionally, the number of these

aircraft and those operations are

expected to increase in the future.

Fortunately, there have been no

midair collisions within the Charlotte

Class B Airspace. Without the

experience of an actual midair collision,

estimating the probability of a potential

occurrence in the absence of this rule

cannot be reliably determined. Due to

the project increase in air traffic, there

is a potential safety problem. Without

this rule, aviation safety in the Charlotte

area will be adversely affected.

Comparison of Costs and Benefits

The precise reduction in the risk of a

midair collision avoided by this rule

and its monetary values cannot be

estimated at the present time. However,

system efficiency will be improved and

safety enhanced. In view of the

negligible costs of the final rule,

coupled with benefits in the form of

enhanced safety and system efficiency

to all aircraft operators, the FAA has

determined this rule will be costbeneficial. As noted above, a regulatory

evaluation of this rule, including a

Regulatory Flexibility Determination,

has been placed in the docket.

Regulatory Flexibility Determination

The Regulatory Flexibility Act of 1980

(RFA) ensures that small entities are not

unnecessarily and disproportionately

burdened by Government regulations.

The RFA requires agencies to review

rules that may have a significant

economic impact on a substantial

number of small entities.

The small entities that the final rule

could potentially affect are unscheduled

operators of aircraft for hire owning

nine or fewer aircraft. These

unscheduled air taxi operators will be

affected only when they are not

operating under VFR. Since these

operators fly regularly into airports with

established radar approach control

services, the FAA believes that

unscheduled air taxi operators are

already equipped to fly IFR. Because

they will fly IFR instead of VFR, the

proposed rule will not have a significant

economic impact on any of them.

International Trade Impact Assessment

The final rule will neither have an

effect on the sale of foreign aviation

products or services in the United

States, nor will it have an effect on the

sale of U.S. products or services in

foreign countries. This is because the

proposed rule will neither impose costs

on aircraft operators nor on U.S. or

foreign aircraft manufactures.

Federalism Implications

Thr regulations proposed 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 will

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.
Federal Register / Vol. 60, No. 95 / Wednesday, May 17, 1995 / Rules and Regulations 26597

International Civil Aviation

Organization and Joint Aviation

Regulations

In keeping with the U.S. obligations

under the Convention on International

Civil Aviation, it is FAA policy to

comply with ICAO Standards and

Practices to the maximum extent

practicable. The FAA has determined

that this rule will not conflict with any

international agreements of the United

States.

Paperwork Reduction Act

This proposed rule contains no

information collection requests

requiring approval of the Office of

Management and Budget pursuant to the

Paperwork Reduction Act (44 U.S.C.

3507 et seq.).

Conclusion

For the reasons discussed in the

preamble, and based on the findings in

the Regulatory Flexibility Determination

and the International Trade Impact

Analysis, the FAA has determined that

this regulation is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. In addition, the FAA

certifies that this regulation 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.

This proposal is not considered

significant under DOT Order 2100.5,

Policies and Procedures for

Simplification, Analysis, and Review of

Regulations. This rule is cost effective as

evidenced by the cost/benefits review

statement, included in this Final Rule.

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—[AMENDED]

1. The authority citation for 14 CFR

part 71 continues to read as follows:

Authority: 49 U.S.C. app. 1348(a), 1354(a),

1510; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp.; p. 389; 49 U.S.C. 106(g); 14 CFR

11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9B, Airspace

Designations and Reporting Points,

dated July 18, 1994, and effective

September 16, 1994, is amended as

follows:

Paragraph 3000—Subpart B-Class B Airspace

* * * * *

ASO NC B Charlotte, NC [Revised]

Charlotte/Douglas International Airport

(Primary Airport)

(Lat. 35°12′52′′ N., long. 80°56′36′′ W.).

Charlotte/Douglas VOR/DME

(Lat. 35°11′25′′ N., long. 80°56′06′′ W.).

Gastonia Airport

(Lat. 35°12′01′′ N., long. 81°09′00′′ W.).

Area A. That airspace extending upward

from the surface to and including 10,000 feet

MSL within a 7-mile radius of the Charlotte

VOR/DME.

Area B. That airspace extending upward

from 1,800 feet MSL to and including 10,000

feet MSL between the 7- and 11-mile radius

of the Charlotte VOR/DME, excluding that

airspace within a 2-mile radius of the

Gastonia Airport.

Area C. That airspace extending upward

from 3,600 feet MSL to and including 10,000

feet MSL between the 11- and 25-mile radius

of the Charlotte VOR/DME, including that

airspace within a 2-mile radius of the

Gastonia Airport, excluding that airspace

within and below Areas D, E, and F

hereinafter described.

Area D. That airspace extending upward

from 4,600 feet MSL to and including 10,000

feet MSL between the 20- and 25-mile radius

northwest of the Charlotte VOR/DME,

bounded on the west by U.S. Highway 321,

and bounded on the east by the Marshall

Steam Plant Rail Spur; and that airspace

between the 20- and 25-mile radius

southwest of the Charlotte VOR/DME,

bounded on the east by U.S. Highway 21, and

bounded on the west by a line due south

from the Charlotte VOR/DME 218° radial 20-

mile fix to the intersection of the 25-mile arc.

Area E. That airspace extending upward

from 6,000 feet MSL to and including 10,000

feet MSL beginning at lat. 35°36′30′′ N., long.

80°57′45′′ W., extending counterclockwise on

the 25-mile arc of the Charlotte VOR/DME to

U.S. Highway 321, thence south on U.S.

Highway 321 until intercepting the 20-mile

arc southwest of the Charlotte VOR/DME,

thence counterclockwise on the 20-mile arc

to the 218° radial of the Charlotte VOR/DME

thence due south to the intersection of the

25-mile arc of the Charlotte VOR/DME,

thence due west until intercepting the 218°

radial of the Charlotte VOR/DME, thence

southwest on the 218° radial to the 30-mile

fix, thence clockwise on the 30-mile arc to

the 328° radial of the Charlotte VOR/DME,

thence direct to the point of beginning,

excluding that airspace between the 20- and

30-mile radius of the Charlotte VOR/DME

between the 242° radial of the Charlotte

VOR/DME clockwise to the 293° radial; and

that airspace beginning at lat. 35°36′30′′ N.,

long. 80°57′45′′ W., extending clockwise on

the 25-mile arc of the Charlotte VOR/DME to

long 80°46′00′′ W., thence due south to the

20-mile arc northeast of the Charlotte VOR/

DME, thence clockwise on the 20-mile arc to

the 081° radial of the Charlotte VOR/DME,

thence west along the 081° radial of the

Charlotte VOR/DME, thence west along the

081° radial to the 11-mile fix from the

Charlotte VOR/DME, thence direct to the

Charlotte VOR/DME 147° radial 25-mile fix,

thence clockwise on the 25-mile arc to the

intersection of U.S. Highway 21, thence

direct to the Charlotte VOR/DME 147° radial

30-mile fix, thence counterclockwise on the

30-mile arc to the Charlotte VOR/DME 025°

radial, thence direct to the point of

beginning, excluding that airspace east of

U.S. Highway 601 between the Charlotte

VOR/DME 062° radial clockwise to the 120°

radial.

Area F. That airspace extending upward

from 8,000 feet MSL to and including 10,000

feet MSL between the 20- and 25-mile radius

of the Charlotte VOR/DME from the 242°

radial clockwise to the 293° radial of the

Charlotte VOR/DME; and that airspace

between the 20- and 25-mile radius from the

Charlotte VOR/DME between the 062° radial

of the Charlotte VOR/DME clockwise to the

120° radial and seat of U.S. Highway 601.

* * * * *

Issued in Washington, DC, on May 5, 1995.

Harold W. Becker,

Manager, Airspace-Rules and Aeronautical

Information Division.

Note: This appendix will not appear in the

Code of Federal Regulations.

Appendix llll Charlotte, North

Carolina, Class B Airspace.

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[FR Doc. 95–11925 Filed 5–16–95; 8:45 am]

BILLING CODE 4910–B–C