Modification of the Orlando Class B Airspace Area, Orlando, FL; and Modification of the Orlando Sanford Airport Class D Airspace Area, Sanford, FL

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Airspace Docket No. 95-AWA-4]

RIN 2120-AA66

Modification of the Orlando Class B Airspace Area, Orlando, FL;

and Modification of the Orlando Sanford Airport Class D Airspace Area,

Sanford, FL

AGENCY: Federal Aviation Administration (FAA) DOT.

ACTION: Final rule.

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SUMMARY: This action modifies the Orlando Class B airspace area,

Orlando, FL; and the Orlando Sanford Airport Class D airspace area,

Sanford, FL. Specifically, this action modifies several subareas within

the lateral boundaries of the existing Orlando Class B airspace area;

and lowers the vertical limits of the Orlando Sanford Airport Class D

airspace area. The FAA is taking this action to enhance safety, reduce

the potential for midair collision, and improve the management of air

traffic operations into, out of, and through the Orlando terminal area

while accommodating the concerns of airspace users. Additionally, this

action corrects the coordinates for the Orlando Sanford Airport.

EFFECTIVE DATE: 0901 UTC, September 9, 1999.

FOR FURTHER INFORMATION CONTACT: Sheri 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:

[[Page 42586]]

Availability of Final Rule

An electronic copy of this document may be downloaded from the FAA

regulations section of the Fedworld electronic bulletin board service

(telephone: 703-321-3339) or the Federal Register's electronic bulletin

board service (telephone: 202-512-1661) using a modem and suitable

communications software.

Internet users may reach the FAA's web page at http://www.faa.gov

or the Federal Register's webpage at http://www.access.gpo.gov/nara for

access to recently published rulemaking documents.

Any person may obtain a copy of this final rule by submitting a

request to the Federal Aviation Administration, Office of Air Traffic

Airspace Management, 800 Independence Avenue, SW., Washington, DC

20591, or by calling (202) 267-8783. Communications must identify the

docket number of this final rule. Persons interested in being placed on

a mailing list for future Notices of Proposed Rulemaking or final rules

should call the FAA's Office of Rulemaking, (202) 267-9677, for a copy

of Advisory Circular No. 11-2A, Notice of Proposed Rulemaking

Distribution System, that describes the application procedure.

Related Rulemaking Actions

On May 21, 1970, the FAA published, in the Federal Register, the

Designation of Federal Airways, Controlled Airspace, and Reporting

Points Final Rule (35 FR 7782). This rule provided for the

establishment of Terminal Control Airspace (TCA) area (now known as

Class B airspace areas).

On June 21, 1988, the FAA published, in the Federal Register, the

Transponder with Automatic Altitude Reporting Capability Requirement

Final Rule (53 FR 23356). This rule, in part, requires all aircraft to

have an altitude encoding transponder when operating within 30 nautical

miles (NM) of any designated TCA (now known as Class B airspace area)

primary airport from the surface up to 10,000 feet mean sea level

(MSL). This rule also provides an exclusion for those aircraft not

originally certificated with an engine-driven electrical system (or

those that have not subsequently been certified with such a system)

balloons, or gliders operating outside of the Class B airspace area,

but within 30 NM of the primary airport.

On October 14, 1988, the FAA published, in the Federal Register,

the Terminal Control Area Classification and Terminal Control Area

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 TCA (now known as Class B airspace area) to hold at

least a private pilot certificate. Excepted from this requirement are

student pilots who have received certain documented training.

On December 17, 1991, the FAA published, in the Federal Register,

the Airspace Reclassification Final Rule (56 FR 65638). This rule, in

part, discontinued the use of the term ``Terminal Control Area'' (TCA)

and replaced it with the designation ``Class B airspace area.'' This

change in terminology is reflected in the remainder of this final rule.

Background

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 operations 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 these major terminal areas 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 or military aircraft, or

another GA aircraft. The basic causal factor common to these conflicts

was the mix of aircraft operating in accordance with visual flight

rules (VFR) and aircraft operating under instrument flight rules (IFR).

Class B airspace areas provide a method to manage 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 the increased capability to

provide aircraft separation service.

The standard configuration of a Class B airspace area contains

three concentric circles centered on the primary airport extending to

10, 20, and 30 NM, respectively. The standard vertical limit of these

airspace areas normally should not exceed 10,000 feet MSL with the

floor established at the surface in the inner area and at levels

appropriate to 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.

Public Input

On May 17, 1999, the FAA published a notice of proposed rulemaking

(NPRM) in the Federal Register (64 FR 26705) proposing to modify

several subareas within the lateral boundaries of the existing Class B

airspace area; and modify the vertical limits of the Orlando Sanford

Airport Class D airspace area. The comment period for this proposed

rulemaking action closed on June 30, 1999.

In response to the proposal, the FAA received four comments. All

comments received were considered before making a determination on this

final rule. An analysis of the comments and the Agency's response

follows.

Discussion of Comments

The FAA received three comments in favor of the planned

modifications to the Orlando Class B airspace area and the Orlando

Sanford Airport Class D airspace area which are as follows: the Orlando

Sanford Airport; the City of Sanford; and the Sanford Airport

Authority.

The Air Line Pilots Association also commented in favor of the

planned modifications, but expressed concern that Area F to the west

and east does not appear to give protection to departures on a standard

rate of climb.

The FAA believes that Area F to the west and east is adequately

designed to contain departures within the Class B airspace. Traffic

normally departs via runway 18L/R on a 200 deg. heading and, based on

the aircraft's performance, turned westbound on course. Aircraft

departing westbound must be out of 3,000 feet to turn in order to

ensure separation from aircraft operating at Kissimmee Airport. Traffic

departing eastbound can be transitioned to the north to remain in the

Class B airspace area.

The Rule

The FAA amends 14 CFR part 71 by modifying the Orlando Class B

airspace area, Orlando, FL, and the Orlando Sanford Airport Class D

airspace area, Sanford, FL. Specifically, this action modifies several

subareas within the lateral boundaries of the existing Class B airspace

area, and modifies the vertical limits of the Orlando Sanford Airport

Class D airspace area. The FAA is taking this action to enhance safety,

reduce the potential for midair collision, and to improve the

management of air traffic operations into, out of, and through the

Orlando terminal area. Additionally, this action corrects the

coordinates for the Orlando Sanford Airport. Specifically, this action

[[Page 42587]]

modifies the Orlando Class B airspace area as follows:

Orlando Class B Airspace Area

Area A. The size of Area A (that area beginning at the surface up

to 10,000 feet MSL) is reduced to a 5-mile radius of the primary

airport, Orlando International Airport. This airspace modification will

contain large turbojet aircraft within the limits of the Class B

airspace area while operating to and from the primary airport. In

addition, a portion of Area A beyond 5 NM is removed form the surface

area and reconfigured as Area B.

Area B. Area B is reconfigured from a section of the surface area,

between the 5-mile radius of the primary airport, extending west to the

John Young Parkway, north to Lake Underhill Road, east to the Stanton

Power Plant, and south to the Orlando VORTAC 14 Distance Measuring

Equipment (DME), extending upward from 900 feet MSL. This modification

will support approach and departure procedures for aircraft

transitioning to and from the Orlando International Airport.

Also, this airspace modification will allow Law Enforcement and

Lifeguard helicopter operations below the floor of the Class B airspace

area.

Area C. The Floor of Area C will remain at 1,600 feet MSL north of

the Orlando Executive Airport; however, the lateral limits of Area C

are modified to extend north of Lake Underhill Road, south of S.R. 436,

east of S.R. 423 and S.R. 434, and extend 8 miles east of the Orlando

Executive Airport. This airspace modification will support approach

procedures for aircraft transitioning to the final approach course for

the Orlando International Airport.

The floor of Area C is lowered from 3,000 to 1,600 feet MSL,

extending 3 miles to the north and south of the Orlando Sanford

Airport, east of the Wekiva River, and west of Lake Harney's eastern

shore. This airspace modification will support approach procedures for

large turbojet aircraft operations transitioning to and from the

Orlando Sanford Airport.

In addition, the floor of Area C is raised from 1,500 to 1,600 feet

MSL, extending south of the Orlando VORTAC 14 DME arc, north of the

Orlando VORTAC 20 DME arc, and between 2 and 13 miles east of the

Kissimmee Airport. This airspace modification will support approach

procedures for aircraft transitioning to the final approach course for

the Orlando International Airport. This modification will also allow

nonparticipating aircraft sufficient airspace to conduct VFR operations

below the vertical limits of the Class B airspace area while

transitioning to/from secondary satellite airports.

Area D. Area D is modified by raising the floor of the area 10

miles north of the Orlando International airport from 1,600 to 2,000

feet MSL, and the area southwest of the Orlando international Airport

from 1,500 to 2,000 feet MSL. This area extends between S.R. 423 and

Kirkman Road, 6 to 9 miles west of the primary airport, between 2 miles

north and 5 miles south of the Kissimmee Airport, and between 7 miles

and 11 miles north of the Orlando VORTAC. This airspace modification

will provide sufficient airspace modification will provide sufficient

airspace for sequencing and vectoring arriving and departing aircraft

in close proximity to the primary airport. It will also increase and

navigable airspace below the Class B airspace area in the vicinity of

Kissimmee Municiport Airport.

Area E. The floor of Area E will remain at 3,000 feet MSL; however,

the lateral limits of Area E are expanded to the north and south . Area

E is extended 3 miles west of the Wekiva river, and between 3 to 6

miles north of the Orlando Sanford Airport. This airspace modification

will provide sufficient airspace for sequencing and vectoring aircraft,

and ensure that operations are contained within the Class B airspace

area.

Area E is also extended between the 20-mile and 30-mile arcs south

of the primary airport, and between 7 miles and 15 miles east of the

primary airport. This airspace modification will provide sufficient

airspace for sequencing and vectoring aircraft, and will provide a

controlled environment for aircraft arriving and departing the Class B

airspace area.

Area F. The subareas of the Class B airspace areas are reconfigured

as Area F, from 6,000 up to and including 10,000 feet MSL, extending

from 8 miles west of the primary airport to Highway 27. This airspace

modification will provide sufficient airspace to contain aircraft in a

controlled environment when transitioning between the en route and

terminal phase of flight.

Area F is also modified from the power line located approximately

15 miles east of the primary airport, eastward, to the power line

located approximately 22 miles east of the primary airport. This

airspace modification will provide sufficient airspace to contain

aircraft in a controlled environment when transitioning between the en

route and terminal phase of flight.

Orlando Sanford Airport Class D Airspace Area

The Orlando Sanford Airport Class D airspace area is lowered from

3,000 to 1,600 feet MSL. The Orlando Sanford Airport Class D airspace

area will include a radius of 4.4 NM from the Orlando Sanford Airport

up to but not including 1,600 feet MDL. This airspace modification

coincides with lowering the floor of the Class B airspace area in the

vicinity of the Orlando Sanford Airport.

The coordinates for this airspace docket are based on North

American Datum 83. Class B and Class D airspace areas are published,

respectively, in paragraphs 3000 and 5000 of FAA Order 7400.9F,

Airspace Designations and Reporting Points, dated September 10, 1998,

and effective September 16, 1998, which is incorporated by reference in

14 CFR section 71.1. The Class B and Class D airspace areas listed in

this document will be subsequently published in this 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 (RFA) requires agencies to analyze the

economic effect of regulatory changes on small businesses and other

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

rule: (1) Will generate benefits that justify its minimal costs and is

not a ``significant regulatory action'' as defined in the Executive

Order; (2) is not significant as defined in the 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. These

analyses are summarized here in the preamble, and the full Regulatory

Evaluation is in the docket.

The FAA will modify the Orlando Class B and the Orlando Sanford

Airport Class D airspace areas. The Orlando Class B airspace area

modification will maintain the 10,000 feet MSL airspace ceiling and

redefine the lateral limits of several of the existing subareas to

[[Page 42588]]

improve the management of air traffic operations in the Orlando

terminal area. The Orlando Sanford Airport Class D airspace area

modification will lower the airspace area from 3,000 to 1,600 feet MSL

and will include a radius of 4.4 NM from the Orlando Sanford Airport up

to but not including 1,600 feet MSL.

The FAA has determined that the modification of the Orlando Class B

and the Orlando Sanford Airport Class D airspace areas will improve the

operational efficiency while maintaining aviation safety in the

terminal areas. Also, clearer boundary definition and changes to

lateral and vertical limits of the subareas will leave additional

noncontrolled airspace for VFR aircraft transitioning to and from

satellite airports. This rule will impose negligible or no additional

cost on airspace users and will potentially reduce circumnavigation

costs to some operators.

The final rule will result in no additional administrative or

operational cost for personnel and equipment to the agency. Printing of

aeronautical charts which reflect the changes to the Class B and Class

D airspace areas will be accomplished during a scheduled chart

printing, and will result in no additional costs for plate modification

and updating of charts. Furthermore, no staffing changes will be

required to maintain the modified Class B and Class D airspace area.

Potential increase in FAA operations workload can be absorbed by

current personnel and equipment.

In view of the negligible cost of compliance, enhanced aviation

safety, and improved operational efficiency, the FAA has determined

that the final rule will be cost-beneficial.

Final 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 principal, 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 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.

The FAA has determined that the final rule will have a de minimus

impact on small entities. All commercial and general aviation operators

who presently use the Orlando International Airport are equipped to

operate within the modified Class B airspace area. As for aircraft that

regularly fly through the Orlando Sanford Airport Class D airspace

area, since the airport is situated within the established Orlando Mode

C Veil, all aircraft should already have the necessary equipment to

transition the modified Class B airspace area. Therefore, there will be

no additional equipment cost to these entities.

Accordingly, pursuant to the Regulatory Flexibility Act, 5 U.S.C.

605(b), the Federal Aviation Administration certifies that this rule

will not have a significant economic impact on a substantial number of

small entities.

International Trade Impact Assessment

The final rule will not constitute a barrier to international

trade, including the export of U.S. goods and services to foreign

countries or the import of foreign goods and services into the United

States.

Unfunded Mandates Assessment

Title II of the Unfunded Mandates Reform Act of 1995 (the Act),

enacted as Pub. L. 104-4 on March 22, 1995, requires each Federal

agency, to the extent permitted by law, to prepare a written assessment

of the effects of any Federal mandate in a proposed or final agency

rule that may result in the expenditure of $100 million or more (when

adjusted annually for inflation) in any one year by State, local, and

tribal governments in the aggregate, or by the private sector. Sector

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 will impose an enforceable duty upon State,

local, and tribal governments in the aggregate of $100 million

(adjusted annually for inflation) in any one year. Section 203 of the

Act, 2 U.S.C. 1533, which supplements section 204(a), provides that,

before establishing any regulatory requirements that might

significantly or uniquely affect small governments, the agency shall

have developed a plan, which, among other things, must provide for

notice to potentially affected small governments, if any, and for a

meaningful and timely opportunity for these small governments to

provide input in the development of regulatory proposals.

This final 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.

Paperwork Reduction Act

In accordance with the Paperwork Reduction Act of 1995 (44 U.S.C.

3507(d)) there are no requirements for information collection

associated with this 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--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 14 CFR 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]

2. The incorporation by reference in 14 CFR 71.1 of the Federal

Aviation Administration Order 7400.9F, Airspace Designations and

Reporting Points, dated September 10, 1998, and effective September 16,

1998, is amended as follows:

Paragraph 3000--Subpart B-Class B Airspace

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[[Page 42589]]

ASO FL B Orlando, FL [Revised]

Orlando International Airport (Primary Airport)

(lat. 28 deg.25'44'' N., long. 81 deg.18'58''W.)

Orlando VORTAC

(lat. 28 deg.32'34'' N., long. 81 deg.20'06''W.)

Boundaries

Area A--That airspace extending upward from the surface to and

including 10,000 feet MSL within a radius of 5 NM from the Orlando

International Airport.

Area B--That airspace extending upward from 900 feet MSL to and

including 10,000 feet MSL beginning at a point of the intersection

of Sate Road (S.R.) 423 (John Young Parkway) and Interstate 4,

thence northeast along Interstate 4 to the intersection of

Interstate 4 and S.R. 441 (Orange Blossom Trail), thence direct to

the intersection of Lake Underhill Road and Palmer Street, thence

east along Lake Underhill Road to the intersection of Lake Underhill

Road and the Central Florida Greenway, thence direct to lat.

28 deg.30'00'' N., long. 81 deg.11'00'' W., (one mile northwest of

the Stanton Power Plant), thence south to the intersection of the

ORL VORTAC 14-mile radius arc, thence clockwise along the 14-mile

radius arc of the ORL VORTAC to the intersection of S.R. 423, thence

north along S.R. 423 to the point of beginning.

Area C--That airspace extending upward from 1,600 feet MSL to

and including 10,000 feet MSL beginning at a point of the

intersection of the Wekiva River at 28 deg.44'00'' N., long.

81 deg.25'30'' W., thence north along the Wekiva River to the

intersection of lat. 28 deg.50'00'' N. Thence east to lat.

28 deg.50'00'' N., long. 81 deg.02'30'' W., thence south to the

intersection of lat. 28 deg.44'00'' N., long. 81 deg.02'30'' W.,

thence west to the point of beginning.

Also that airspace north of the Orlando Executive Airport

extending upward from 1,600 feet MSL to and including 10,000 feet

MSL beginning at a point of the intersection of Interstate 4 and

S.R. 423. Thence north along S.R. 423 to the intersection of S.R.

423 and S.R. 441 (Orange Blossom Trail). Thence direct to the

intersection of S.R. 434 (Forest City Road) and S.R. 424 (Edgewater

Drive), thence north along S.R. 434 to the intersection of S.R. 436

(Altamonte Drive.), thence east along S.R. 436 to the intersection

of Hwy 17-92, thence east along lat. 28 deg.39'20'' N., to long.

81 deg.11'00'' W. Thence south to the intersection of lat.

28 deg.30'00'' N., thence northwest direct to the intersection of

Lake Underhill Road and S.R. 417 (Central Florida Greenway), thence

west along Lake Underhill Road to the intersection of Palmer Street.

Thence southwest direct to the intersection of Interstate 4 and the

S.R. 441, thence southwest along Interstate 4 to the point of

beginning.

Also that airspace south of the primary airport extending upward

from 1,600 feet MSL to and including 10,000 feet MSL beginning at a

point of the intersection of long. 81 deg.24'06'' W., and the ORL

VORTAC 14-mile radius arc, thence counterclockwise along the 14-mile

radius arc of the ORL VORTAC to the intersection of long.

81 deg.11'00'' W., thence south to the intersection of the ORL

VORTAC 20-mile radius arc, thence clockwise along the ORL VORTAC 20-

mile radius arc to long. 81 deg.24'06'' W., thence north to the

point of beginning.

Area D--That airspace extending upward from 2,000 feet MSL to

and including 10,000 feet MSL beginning at a point of the

intersection of Interstate 4 and long. 81 deg.27'30'' W., thence

north to lat. 28 deg.44'00'' N., thence east to long. 81 deg.11'00''

W., thence south to lat. 28 deg.39'20'' N., thence west to the

intersection of S.R. 436 and Hwy 17-92, thence west along S.R. 436

to the intersection of S.R. 436 and S.R. 434, thence south along

S.R. 434 to the intersection of S.R. 434 and S.R. 424, thence direct

to the intersection of S.R. 423 and S.R. 441, thence south along

S.R. 423 to the intersection of the ORL VORTAC 14-mile radius arc,

thence counterclockwise along the 14-mile radius arc of the ORL

VORTAC to long. 81 deg.24'06'' W., thence south to the intersection

of the ORL VORTAC 20-mile radius arc, thence clockwise to the

intersection of long. 81 deg.27'03'' W., thence north to the point

of beginning.

Area E--That airspace extending upward from 3,000 feet MSL to

and including 10,000 feet MSL beginning at a point of the

intersection of lat. 28 deg.44'00''N., long. 81 deg.27'30''W.,

thence north to the intersection of lat. 28 deg.53'00''N., thence

east to the intersection of the MCO Mode C Veil 30-NM radius arc,

thence southeast along this arc to the intersection of the power

lines at lat. 28 deg.50'20''N., thence southeast along these power

lines to lat.28 deg.44'00''N., thence west to long.

81 deg.02'30''W., thence north to lat. 28 deg.50'00''N., thence west

to the intersection of the Wekiva River, thence south along the

Wekiva River to lat. 28 deg.44'00''N., thence west to the point of

beginning.

Also that airspace extending upward from 3,000 feet MSL to and

including 10,000 feet MSL beginning south of the primary airport at

a point of the intersection of long. 81 deg.27'30''W. and the ORL

20-mile radius arc, thence counterclockwise along the 20-mile radius

arc of the ORL VORTAC to the intersection of long. 81 deg.11'00''W.,

thence north to the intersection of lat. 28 deg.44'00''N., thence

east to the intersection of the Florida Power transmission lines at

lat. 28 deg.44'00''N., long 81 deg.05'20''W., (one half mile west of

Southerland Airport), thence south along this power line to the

intersection of Highway 50 at lat. 28 deg.32'10''N., long.

81 deg.03'45''W., thence south to the Bee Line Expressway, at lat.

28 deg.27'05''N., long. 81 deg.03'45''W., thence west along the Bee

Line Expressway to the intersection of lat. 28 deg.27'00''N., long.

81 deg.04'40''W., thence south to the intersection of the ORL VORTAC

30-mile radius arc, thence clockwise along the 30-mile radius arc of

the ORL VORTAC to long. 81 deg.27'30''W., thence north to the point

of beginning.

Area F--That airspace extending upward from 6,000 feet MSL to

and including 10,000 feet MSL beginning south of the primary airport

at the intersection of the ORL VORTAC 30-mile radius arc and long.

81 deg.27'30''W., thence clockwise to the intersection of Highway

27, thence north along Highway 27 to the intersection of Highway 27

and long. 81 deg.45'00''W., thence north along long.

81 deg.45'00''W., to the intersection of the ORL VORTAC 24-mile

radius arc, thence clockwise along the 24-mile radius arc to the

intersection of lat. 28 deg.53'00''N., thence east to lat.

28 deg.53'00''N., long. 81 deg.27'30''W., thence south to the point

of beginning.

Also that airspace extending upward from 6,000 feet MSL to and

including 10,000 feet MSL beginning at the Florida Power

transmission lines at lat. 28 deg.44'00''N., long. 81 deg.05'20''W.,

thence east along lat. 28 deg.44'00''N. to the Florida Power

transmission lines at lat. 28 deg.44'00''N., long. 80 deg.55'40''W.,

thence southeast and south along these power lines to the

intersection of Highway 50, thence south to the power lines at lat.

28 deg.22 deg.14''N., long. 80 deg.52'30''W., thence southwest along

these power lines to the intersection of long. 81 deg.04'40''W.,

thence north along long. 81 deg.04'40''W., to the intersection of

the Bee Line Expressway at lat. 28 deg.27'05''N., long.

81 deg.04'40''W., thence east along the Bee Line Expressway at lat.

28 deg.27'05''N., long. 81 deg.03'45''W., thence north to the

intersection of Highway 50 and the Florida Power transmission lines

at lat. 28 deg.32'10''N., long. 81 deg.03'45''W., thence north along

these power lines to the point of beginning.

* * * * *

Paragraph 5000--Subpart D-Class D Airspace

* * * * *

ASO FL D Sanford, FL [Revised]

Orlando Sanford Airport, FL [formerly known as the Central Florida

Regional Airport

(Lat. 28 deg.46'40''N, long. 81 deg.14'15''W.)

That airspace extending upward from the surface to but not

including 1,600 feet MSL within a 4.4-mile radius of the Orlando

Sanford Airport. This Class D airspace area is effective during the

specific dates and times established in advance by a Notice to

Airmen. The effective date and time will thereafter be continuously

published in the Airport/Facility Directory/.

* * * * *

Issued in Washington, DC, on July 27, 1999.

Reginald C. Matthews,

Manager, Airspace and Rules Division.

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[GRAPHIC] [TIFF OMITTED] TR05AU99.000

[FR Doc. 99-20022 Filed 8-5-99; 8:45 am]

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