70558 Federal Register / Vol. 70, No. 224 / Tuesday, November 22, 2005 / Proposed Rules 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2005–22509; Airspace 

Docket No. 03–AWA–2] 

RIN 2120–AA66 

Proposed Modification of the St. Louis 

Class B Airspace Area; MO 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking. 

SUMMARY: This action proposes to 

modify the St. Louis, MO, (STL) Class 

B airspace area. Specifically, this action 

proposes airspace changes to contain 

large, turbine-powered aircraft 

operations to and from the new Runway 

11/29 at the Lambert-St. Louis 

International Airport (KSTL), St. Louis, 

MO. The FAA is proposing this action 

to enhance safety and improve the 

management of aircraft operations in the 

KSTL terminal area. Further, this effort 

supports the FAA’s national airspace 

redesign goal of optimizing terminal and 

en route airspace areas to reduce aircraft 

delays and improve system capacity. 

DATES: Comments must be received on 

or before January 6, 2006. 

ADDRESSES: Send comments on this 

proposal to the Docket Management 

System, U.S. Department of 

Transportation, Room Plaza 401, 400 

Seventh Street, SW., Washington, DC 

20590–0001. You must identify FAA 

Docket No. FAA–2005–22509 and 

Airspace Docket No. 03–AWA–2, at the 

beginning of your comments. You may 

also submit comments through the 

Internet at http://dms.dot.gov. 

FOR FURTHER INFORMATION CONTACT: 

Steve Rohring, Airspace and Rules, 

Office of System Operations Airspace 

and AIM, Federal Aviation 

Administration, 800 Independence 

Avenue, SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested parties are invited to 

participate in this proposed rulemaking 

by submitting such written data, views, 

or arguments as they may desire. 

Comments that provide the factual basis 

supporting the views and suggestions 

presented are particularly helpful in 

developing reasoned regulatory 

decisions on the proposal. Comments 

are specifically invited on the overall 

regulatory, aeronautical, economic, 

environmental, and energy-related 

aspects of the proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA–

2005–22509 and Airspace Docket No. 

03–AWA–2) and be submitted in 

triplicate to the Docket Management 

System (see ADDRESSES section for 

address and phone number). You may 

also submit comments through the 

Internet at http://dms.dot.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments and self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to FAA 

Docket No. FAA–2005–22509 and 

Airspace Docket No. 03–AWA–2.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

All communications received on or 

before the specified closing date for 

comments will be considered before 

taking action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

closing date for comments. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

Availability of NPRM’s 

An electronic copy of this document 

may be downloaded through the 

Internet at http://dms.dot.gov. Recently 

published rulemaking documents can 

also be accessed through the FAA’s Web 

page at http://www.faa.gov or the 

Federal Register’s Web page at http:// 

www.gpoaccess.gov/fr/index.html. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. An informal docket 

may also be examined during normal 

business hours at the office of the 

Regional Air Traffic Division, Federal 

Aviation Administration, 2300 East 

Devon Avenue, Des Plaines, IL 60018. 

Persons interested in being placed on 

the mailing list for future NPRM’s 

should contact the FAA’s Office of 

Rulemaking, (202) 267–9677, for a copy 

of Advisory Circular No. 11–2A, Notice 

of Proposed Rulemaking Distribution 

System, which describes the application 

procedure. 

Background 

In August 1979, the FAA issued a 

final rule establishing the St. Louis, MO, 

Terminal Control Area (TCA). This area 

was later re-classified as a Class B 

airspace area as a result of the Airspace 

Reclassification Final Rule (56 FR 

65638); however, this final rule did not 

alter the dimensions of the original 

TCA. 

As part of the FAA’s Operational 

Evolution Plan, a new runway is under 

construction at KSTL. The new runway 

(Runway 11/29) is designed to provide 

a 51% increase in airport capacity and 

is scheduled to be commissioned in 

April 2006. Aircraft conducting 

instrument operations to this new 

runway will frequently need to intercept 

instrument approaches outside the St. 

Louis Class B airspace area if the current 

Class B airspace area is not expanded. 

The proposed Class B airspace 

modification will address this matter. 

Public Input 

On February 26, 2004, informal public 

workshops were held at the St. Charles 

Municipal Airport, St. Charles, MO; the 

Creve Coeur Airport, Maryland Heights, 

MO; and the St. Louis-Downtown 

Airport, Cahokia, IL. These public 

workshops and meetings allowed 

interested parties an opportunity to 

present their views and offer 

suggestions regarding planned 

modifications to the STL Class B 

airspace area. All comments received 

during the workshops were considered 

and were then reviewed by the ad hoc 

committee. 

Ad hoc Committee 

The ad hoc committee, sponsored by 

the Missouri Department of 

Transportation (MDOT) Office of 

Aviation, was comprised of 

representatives from the MDOT, Aircraft 

Owners and Pilots association (AOPA), 

United States Pilots Association, 

Missouri Pilots Association, Greater St. 

Louis Business Aviation Association, 

Emerson Flight Operations, St. Charles 

County Airport, St. Charles Municipal 

Airport, Washington Airport, Scott Air 

Force Base, Mid-America Airport, St. 

Louis Downtown Airport, Creve Coeur 

Airport, St. Louis Metro-East AirportShafer Field, and the FAA’s Gateway 

TRACON. The ad hoc committee met on 

October 2, 2003; January 22, 2004; and 

September 23, 2004. During these 

meetings, the FAA presented 

preliminary plans to modify the STL 

Class B airspace area and participants 

presented comments and 

recommendations regarding the planned 

modifications. All comments and 

recommendations received from the ad 

hoc committee were considered by the 

FAA in developing the modifications 

proposed in this NPRM. 

Federal Register / Vol. 70, No. 224 / Tuesday, November 22, 2005 / Proposed Rules 70559 

The following is a summary of the 

final recommendations received from 

the ad hoc committee: 

1. Limit the floor of the Class B 

airspace area over the Creve Coeur 

Airport to 1,700 feet mean sea level 

(MSL) and modify Class B airspace area 

boundaries to include geographical 

references where possible. 

2. Expand Area A to the north/ 

northwest of KSTL to contain large, 

turbine-powered aircraft departing 

KSTL. This expansion will not require 

moving the existing VFR flyway located 

to the north of the expansion. 

3. Expand Area A to the west of KSTL 

and lower the vertical limits of Area B 

to the west of KSTL to contain large, 

turbine-powered aircraft conducting 

approaches to Runway 11 and departing 

Runway 29. This will require lowering 

the altitude of VFR flyways to the west 

of KSTL from below 2,000 feet MSL to 

below 1,700 feet MSL. 

4. Lower a portion of Area D to the 

south of KSTL to contain large, turbinepowered aircraft that turn south after 

departing Runway 29. 

5. Lower the floor of Area E from 

3,500 feet MSL to 3,000 feet MSL to 

contain large, turbine-powered aircraft 

on a base leg to Runway 30R and 

conducting approaches to Runway 30L 

and Runway 30R at KSTL. 

6. Change the boundary of the arrival 

extensions in the vicinity of the St. 

Louis Metro East/Schafer Airport. 

7. Include an area in the vicinity of 

Foristell, Missouri, in the Class B 

airspace area. 

All of the above ad hoc committee’s 

recommendations were adopted. 

Informal Airspace Meetings 

To provide an additional opportunity 

for the public to express their opinion 

on the planned modifications, the FAA 

held three informal airspace meetings. 

The first two meetings were held on 

October 19, 2005 in Chesterfield, MO 

and the third meeting was held in 

Collinsville, IL, on October 20, 2005. As 

a result of these meetings, the FAA 

received seven written comments. Three 

of the written comments were 

supportive of planned modifications to 

the STL Class B airspace area; four of 

the written comments expressed 

concerns with regard to the planned 

modifications. 

Of the four commenters opposed to 

the planned modifications, three 

commenters raised concerns about 

lowering the floor of Area A from 2,000 

feet to 1,700 feet MSL. They stated that 

this change will adversely impact 

aircraft operations at the St. Charles 

Municipal Airport (3SQ). This matter 

was discussed at the informal airspace 

meetings and had been previously 

discussed by the ad hoc committee at 

the public workshops noted above. 

Because 3SQ is located 7.5 nautical 

miles (NM) from the approach end of 

Runway 11 and approximately 1.5 NM 

north of the extended final approach 

course, the FAA has determined that 

lowering the floor of Area A to 1,700 

feet MSL is necessary to contain large, 

turbine-powered aircraft conducting 

approach procedures to the new 

Runway 11 within the STL Class B 

airspace area. Additionally, it should be 

noted that large, turbine-powered 

aircraft will not be operating at the base 

altitude of the St. Louis Class B airspace 

area. Also, because the traffic pattern 

altitude at 3SQ is 1,100 feet MSL, 

aircraft transiting the area may continue 

their practice of flying over the 3SQ 

traffic pattern at 1,600 feet MSL, while 

remaining clear of the St. Louis Class B 

airspace area. 

Two commenters also expressed 

concern about the expansion of the 

Class B Surface area to the westnorthwest of KSTL and the loss of the 

Missouri River as a geographical 

boundary. The FAA has determined that 

the modifications to the west-northwest 

of KSTL are necessary to contain large, 

turbine-powered aircraft arriving 

Runway 11 and departing Runway 29 

within the St. Louis Class B Airspace. 

While the Missouri River will no longer 

define a boundary of the St. Louis Class 

B airspace area, the FAA believes that 

pilots may utilize Highway 94 or Route 

H as a geographical reference to identify 

the location of that boundary as well as 

using the Cardinal VOR/DME. 

One of commenters, the City 

Administrator for the City of St. Charles 

also expressed concerns about increased 

noise and potential structural damage to 

the city’s historical district. These 

environmental concerns were addressed 

in the Final Environmental Impact 

Statement for the St. Louis-Lambert 

International Airport Expansion Plan 

and are categorically excluded from 

Class B airspace actions by FAA Order 

1050.1E, Policies and Procedures for 

Considering Environmental Impacts. 

In addition to the written comments, 

one news helicopter pilot verbally 

expressed concerns over access to areas 

within the proposed surface area. FAA 

representatives attending the meetings 

expressed a willingness to work with 

local helicopter operators to mitigate 

this impact. 

The chairman of the ad hoc 

committee was briefed on comments 

received as a result of the informal 

airspace meetings. He stated that 

comments received would not require 

any further action on behalf of the ad 

hoc committee. 

The Proposal 

The FAA is proposing an amendment 

to Title 14 Code of Federal Regulations 

(14 CFR) part 71 to modify the STL 

Class B airspace area. Specifically, this 

action (depicted on the attached chart) 

proposes to expand the Area A, Area B, 

Area C, and Area D to improve the 

containment of large, turbine-powered 

aircraft operating within the STL Class 

B airspace area. 

The following are the proposed 

revisions for each area of the STL Class 

B airspace area: 

Area A. Expand the lateral limits of 

Area A to the northwest and southwest 

of KSTL. 

Area B. Expand the lateral limits of 

Area B to the west-northwest of KSTL. 

Area C. Modify the lateral limits of 

Area C by eliminating a portion to the 

west-northwest of KSTL that will be 

included in new Area B. 

Area D. Modify Area D by reducing 

the lateral limits to that portion of the 

current Area D that lies within the 10- 

NM arc of Cardinal (Very High 

Frequency Omni-directional Range 

(VOR)/Distance Measuring Equipment 

(DME) to the south of KSTL and lower 

the floor from 3,000 feet MSL to 2,500 

feet MSL. 

Area E. Expand Area E to include the 

area between the 10-NM and 15-NM 

DME arcs of the Cardinal VOR/DME and 

lower the floor from 3,500 feet MSL to 

3,000 feet MSL. 

Area F. Reduce the lateral limits of 

Area F to two areas between the 15-NM 

and 20-NM DME arcs of the Cardinal 

VOR/DME and lower the floor from 

4,500 feet MSL to 3,500 feet MSL. 

Area G. Expand those portions of 

airspace that were eliminated from the 

current Area F and re-designate that 

airspace as Area G. The altitude would 

remain from 4,500 feet MSL to and 

including 8,000 feet MSL. 

Area H. Re-designate a portion of the 

current Area G as a new Area H. The 

altitude would remain from 5,000 feet 

MSL to and including 8,000 feet MSL. 

Area I. Designate a new Area I 

between the 20-NM and 30-NM arcs of 

the Cardinal VOR/DME to the west of 

KSTL. 

These modifications would improve 

the management of aircraft operations in 

the STL terminal area and enhance 

safety by expanding the dimensions of 

the STL Class B airspace area to protect 

large, turbine-powered aircraft arriving 

and departing KSTL. Additionally, this 

proposed action supports various efforts 

to enhance the efficiency and capacity 

of the National Airspace System. 

70560 Federal Register / Vol. 70, No. 224 / Tuesday, November 22, 2005 / Proposed Rules 

The coordinates for this airspace 

docket are based on North American 

Datum 83. Class B airspace areas are 

published in paragraph 3000 of FAA 

Order 7400.9N, Airspace Designations 

and Reporting Points, dated September 

1, 2005, and effective September 15, 

2005, which is incorporated by 

reference in 14 CFR section 71.1. The 

Class B airspace area listed in this 

document would be published 

subsequently in the order. 

Regulatory Evaluation Summary 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 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 impact of regulatory changes 

on small entities. Third, the Trade 

Agreements Act (19 U.S.C. 2531–2533) 

prohibits agencies from setting 

standards that create unnecessary 

obstacles to the foreign commerce of the 

United States. In developing U.S. 

standards, this Trade Act requires 

agencies to consider international 

standards and, where appropriate, to be 

the basis of U.S. standards. Fourth, the 

Unfunded Mandates Reform Act of 1995 

(Pub. L. 104–4) requires agencies to 

prepare a written assessment of the 

costs, benefits, and other effects of 

proposed or final rules that include a 

Federal mandate likely to result in the 

expenditure by State, local, or tribal 

governments, in the aggregate, or by the 

private sector, of $100 million or more 

annually (adjusted for inflation). 

In conducting these analyses, FAA 

has determined this rule: (1) Has 

benefits that justify its costs, is not a 

‘‘significant regulatory action’’ as 

defined in section 3(f) of Executive 

Order 12866, and is not ‘‘significant’’ as 

defined in Department of 

Transportation’s Regulatory Policies and 

Procedures; (2) will not have a 

significant economic impact on a 

substantial number of small entities; (3) 

will not reduce barriers to international 

trade; and does not impose an unfunded 

mandate on State, local, or tribal 

governments, or on the private sector. 

These analyses, available in the docket, 

are summarized below. 

This NPRM would modify the St. 

Louis, MO, Class B airspace area. The 

proposed rule would expand the eastern 

boundary of the airspace area, and alter 

several of the existing areas within St. 

Louis, MO, Class B airspace area. 

The NPRM would generate benefits 

for system users and supports the 

national airspace redesign goal of the 

FAA by maximizing the efficiency of 

terminal and en route airspace areas to 

reduce aircraft delays, improve system 

capacity, and enhance safety. The cost 

of circumnavigation is considered to be 

small. Thus, the FAA has determined 

this proposed rule would be costbeneficial. 

Total Costs and Benefits of This 

Rulemaking 

The NPRM would generate benefits 

for air carriers and the FAA in the form 

of enhanced operational efficiency and 

simplified navigation of the STL 

terminal area. However, general aviation 

(GA) operators may experience a 

marginal increase in circumnavigation 

costs due to the proposed expansion of 

the airspace area. 

The proposed rule would not impose 

any additional administrative costs on 

the FAA for either personnel or 

equipment. 

Who Is Potentially Affected by This 

Rulemaking? 

This proposed rulemaking affects 

anyone who would operate in STL Class 

B airspace area, and specifically those 

aircraft with large, turbine-powered 

engines. 

Initial Regulatory Flexibility 

Determination 

The Regulatory Flexibility Act of 1980 

establishes ‘‘as a principle of regulatory 

issuance that agencies shall endeavor, 

consistent with the objective of the rule 

and of applicable statutes, to fit 

regulatory and informational 

requirements to the scale of the 

business, organizations, and 

governmental jurisdictions subject to 

regulation.’’ To achieve that principle, 

the Act requires agencies to solicit and 

consider flexible regulatory proposals 

and to explain the rationale for their 

actions. The Act covers a wide-range of 

small entities, including small 

businesses, not-for-profit organizations 

and small governmental jurisdictions. 

Agencies must perform a review to 

determine whether a proposed or final 

rule will have a significant economic 

impact on a substantial number of small 

entities. If the determination is that it 

will, the agency must prepare a 

regulatory flexibility analysis (RFA) as 

described in the Act. 

However, if an agency determines that 

a proposed or final rule is not expected 

to have a significant economic impact 

on a substantial number of small 

entities, section 605(b) of the 1980 Act 

provides that the head of the agency 

may so certify and an RFA is not 

required. The certification must include 

a statement providing the factual basis 

for this determination, and the 

reasoning should be clear. 

This proposed rule may impose some 

circumnavigation costs on individuals 

operating in the STL terminal area, but 

the proposed rule would not impose any 

costs on small business entities. 

Individual operators of GA aircraft are 

not considered as small business 

entities. As such, they are not included 

when performing a regulatory flexibility 

analysis. Flight schools are considered 

small business entities. However, the 

FAA assumes that they provide 

instruction in aircraft equipped to 

navigate in Class B airspace given they 

currently provide instruction in the STL 

terminal area. Therefore, these small 

entities should not incur any additional 

costs as a result of the proposed rule. 

Accordingly, pursuant to the Regulatory 

Flexibility Act, 5 U.S.C. 605(b), the 

Federal Aviation Administration 

certifies that this proposed rule would 

not have a significant economic impact 

on a substantial number of small 

entities. The FAA solicits comments 

from affected entities with respect to 

this finding and determination and 

requests that all comments be 

accompanied by clear documentation. 

International Trade Impact Assessment 

The Trade Agreement Act of 1979 

prohibits Federal agencies from 

engaging in any standards or related 

activities that create unnecessary 

obstacles to the foreign commerce of the 

United States. Legitimate domestic 

objectives, such as safety, are not 

considered unnecessary obstacles. The 

statute also requires consideration of 

international standards and where 

appropriate, that they be the basis for 

U.S. standards. 

In accordance with the above statute, 

the FAA has assessed the potential 

effect of this proposed rule and has 

determined that it would have only a 

domestic impact and therefore create no 

obstacles to the foreign commerce of the 

United States. 

Unfunded Mandates Assessment 

The Unfunded Mandate Reform Act of 

1995 (the Act) is intended, among other 

things, to curb the practice of imposing 

unfunded Federal mandates on State, 

local, and tribal governments. Title II of 

the Act requires each Federal agency to 

prepare a written statement assessing 

the effects of any Federal mandate in a 

proposed or final agency rule that may 

result in an expenditure of $100 million 

or more (adjusted annually for inflation) 

in any one year by State, local, and 

tribal governments, in the aggregate, or 

by the private sector. The FAA currently 

Federal Register / Vol. 70, No. 224 / Tuesday, November 22, 2005 / Proposed Rules 70561 

uses an inflation-adjusted value of 

$120.7 million in lieu of $100 million. 

This proposed rule does not contain 

such a mandate. The requirements of 

Title II do not apply. 

Paperwork Reduction Act 

In accordance with the Paperwork 

Reduction Act of 1980 (Pub. L. 96–511), 

there are no requirements for 

information collection associated with 

this action. 

Conclusion 

In view of the small compliance cost 

to circumnavigate the controlled 

airspace by operators of non-compliant 

aircraft of the proposed rule and 

enhancements to aviation safety and 

operational efficiency, the FAA has 

determined the proposed rule would be 

cost-beneficial. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

The Proposed Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

proposes to amend 14 CFR part 71 as 

follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND CLASS E AIRSPACE 

AREAS; AIR TRAFFIC SERVICE 

ROUTES; AND REPORTING POINTS 

1. The authority citation for part 71 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389. 

§ 71.1 [Amended] 

2. The incorporation by reference in 

14 CFR 71.1 of the FAA Order 7400.9N, 

Airspace Designations and Reporting 

Points, dated September 1, 2005, and 

effective September 15, 2005, is 

amended as follows: 

Paragraph 3000—Class B Airspace. 

* * * * * 

ACE MO B St. Louis, MO [Revised] 

Lambert-St. Louis International Airport 

(Primary Airport) 

(Lat. 38°44′52′′ N., long. 90°21′36′′ W.) 

Creve Coeur Airport 

(Lat. 38°43′36′′ N., long. 90°30′30′′ W.) 

St. Charles Municipal Airport 

(Lat. 38°50′55′′ N., long. 90°30′00′′ W.) 

Cardinal VOR/DME (CSX) 

(Lat. 38°45′10′′ N., long. 90°21′39′′ W.) 

Foristell VORTAC 

(Lat. 38°41′40′′ N., long. 90°58′17′′ W.) 

ILS Runway 30L Localizer 

(Lat. 38°45′17′′ N., long. 90°22′52′′ W.) 

Boundaries 

Area A. That airspace extending from 

the surface to and including 8,000 feet 

MSL within a 6-mile DME radius of the 

Cardinal VOR/DME excluding that 

airspace within the 1.5NM radius of the 

Creve Coeur Airport. 

Area B. That airspace extending 

upward from 1,700 feet MSL to and 

including 8,000 feet MSL within a 10- 

mile DME radius of the Cardinal VOR/ 

DME beginning at the intersection of the 

6-mile DME arc and Page Avenue, then 

westward along Page Avenue to 

Missouri Route 94, then westward along 

Missouri Route 94 to the intersection of 

Missouri Route 94 and the 10-mile DME 

arc, then clockwise along the 10-mile 

DME arc to the intersection of the 10- 

mile DME arc and the power lines 

located 2NM north of the St. Charles 

Municipal Airport, then southeast along 

the power lines to the intersection of the 

power lines and the 6-mile DME arc, 

then counterclockwise along the 6-mile 

DME arc to the intersection of the 6-mile 

DME arc and the 1.5NM radius arc of 

the Creve Coeur Airport, then clockwise 

along the 1.5NM arc of the Creve Coeur 

Airport to the intersection of the 1.5NM 

arc of the Creve Coeur Airport and the 

6-mile DME arc, then counterclockwise 

along the 6-mile DME arc to the point 

of beginning. 

Area C. That airspace extending 

upward from 2,000 feet MSL to and 

including 8,000 feet MSL within a 10- 

mile DME radius of the Cardinal VOR/ 

DME, excluding Areas A, B, and D. 

Area D. That airspace extending 

upward from 2,500 feet MSL to and 

including 8,000 feet MSL within a 10- 

mile DME radius of the Cardinal VOR/ 

DME, bounded on the south by the 10- 

mile DME arc and on the north by 

Interstate 64. 

Area E. That airspace extending 

upward from 3,000 feet MSL to and 

including 8,000 feet MSL within a 15- 

mile DME radius of the Cardinal VOR/ 

DME, excluding Areas A, B, C, and D. 

Area F. That airspace extending 

upward from 3,500 feet MSL to and 

including 8,000 feet MSL within a 20- 

mile DME radius of the Cardinal VOR/ 

DME, northwest of the Cardinal VOR/ 

DME, beginning at the intersection of 

Interstate 64 and the 20-mile DME 

radius, clockwise along the 20-mile 

DME arc to the intersection of the 20- 

mile DME arc and the island in the 

Illinois River (lat. 39°02′23′′ N., long. 

90°34′40′′ W.), then along a line direct 

to the 15-mile DME arc centered on 

Grafton, Illinois (lat. 38°59′12′′ N., long. 

90°28′20′′ W.), then counterclockwise 

along the 15-mile DME arc to the 

intersection of the 15-mile DME arc and 

Interstate 64, then west along Interstate 

64 to the point of beginning; and that 

airspace, southeast of the Cardinal VOR/ 

DME, beginning at the intersection of 

the 20-mile DME arc of the Cardinal 

VOR/DME and Interstate 270, then 

clockwise along the 20-mile DME arc to 

the intersection of the 20-mile DME arc 

and Illinois Route 3, then northwest 

along Illinois Route 3 to the intersection 

of Illinois Route 3 and Interstate 255, 

then northwest along Interstate 255 to 

the 15-mile DME arc, then 

counterclockwise along the 15-mile 

DME arc to the intersection of the 15- 

mile DME arc and Interstate 270, then 

east along Interstate 270 to the point of 

beginning. 

Area G. That airspace extending 

upward from 4,500 feet MSL to and 

including 8,000 feet MSL within a 30- 

mile DME radius of the Cardinal VOR/ 

DME, southeast of the Cardinal VOR/ 

DME, beginning at the intersection of 

the 30-mile DME arc and Victor 4 Low 

Altitude Airway, then northwest along 

Victor 4 to the intersection of Victor 4 

and the 20-mile DME arc, then 

clockwise along the 20-mile DME arc to 

the intersection of the 20-mile DME arc 

and Illinois Route 3 (Columbia, Illinois), 

then southeast along a line parallel to 

the runway 30L localizer course to 

intersect the 30-mile DME arc, then 

counterclockwise along the 30-mile 

DME arc to the point of beginning; and 

that airspace, northwest of the Cardinal 

VOR/DME, beginning at the Cardinal 

VOR/DME 320° radial at 30 DME, then 

counterclockwise along the 30-mile 

DME arc to the Cardinal VOR/DME 286° 

radial at 30 DME, then along a line 

southeast direct to the Cardinal VOR/ 

DME 277° radial at 20 DME, then 

clockwise along the 20-mile DME arc to 

the intersection of the 20-mile DME arc 

and the island in the middle of the 

Illinois River (lat. 39°02′23′′ N., long. 

90°34′40′′ W.), then along a line 

northwest direct to the point of 

beginning. 

Area H. That airspace extending 

upward from 5,000 feet MSL to and 

including 8,000 feet MSL within a 20- 

mile DME radius of the Cardinal VOR/ 

DME, excluding Areas A, B, C, D, E, and 

F. 

Area I. That airspace extending 

upward from 5,000 feet MSL to and 

including 8,000 feet MSL within a 30- 

mile DME radius of the Cardinal VOR/ 

DME, beginning at the Cardinal VOR/ 

DME 286° radial at 30 DME, then 

counterclockwise along the 30-mile 

DME arc to the intersection of the 30- 

mile DME arc and the power line 2.5NM 

northwest of the Foristell VORTAC, 

then east along the power line to the 

intersection of the power line and the 

70562 Federal Register / Vol. 70, No. 224 / Tuesday, November 22, 2005 / Proposed Rules 

20-mile DME arc, then clockwise along 

the 20-mile DME arc to the Cardinal 

VOR/DME 277° radial at 20 DME, then 

along a line northwest direct to the 

point of beginning. 

* * * * * 

Issued in Washington, DC, on November 

16, 2005. 

Edith V. Parish, 

Manager, Airspace and Rules. 

BILLING CODE 4910–13–P 

[FR Doc. 05–23096 Filed 11–21–05; 8:45 am] 

BILLING CODE 4910–13–C 


EP22NO05.000</GPH>