Federal Register, Volume 67 Issue 116 (Monday, June 17, 2002)

[Federal Register Volume 67, Number 116 (Monday, June 17, 2002)]
[Rules and Regulations]
[Pages 41160-41166]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-15133]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2001-10912; Airspace Docket No. 00-AWA-6]
RIN 2120-AA66

Modification of the Cincinnati/Northern Kentucky International
Airport Class B Airspace Area; KY

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: This action modifies the Cincinnati/Northern Kentucky
International Airport (CVG) Class B airspace area. Specifically, this
action expands the lateral limits of Area C; reduces the lateral limits
of Area F; eliminates Area G; and raises the upper limit of the Class B
airspace area from 8,000 feet mean sea level (MSL) to 10,000 feet MSL.
The FAA is taking this action to enhance safety, reduce the potential
for midair collisions, and improve the management of air traffic
operations in the CVG terminal area. Further, this effort supports the
FAA's National Airspace Redesign project goal of optimizing terminal
and enroute airspace areas to reduce aircraft delays and improve system
capacity.

EFFECTIVE DATE: 0901 UTC, July 11, 2002.

FOR FURTHER INFORMATION CONTACT: Paul Gallant, 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:

Availability of Final Rule

You can get an electronic copy using the Internet by taking the
following steps:
(1) Go to the search function of the Department of Transportation's
electronic Docket Management System (DMS) web page (http://dms.dot.gov/search).
(2) On the search page, type in the last four digits of the Docket
Number shown at the beginning of this rule. Click on ``search.''
(3) On the next page, which contains the Docket summary information
for the Docket you selected, click on the document number for the item
you wish to view.
Also an electronic copy of this document can be downloaded from the
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Internet users may reach the FAA's web page at http://www.faa.gov
or the Government Printing Office's web page 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, Attention: Airspace and Rules Division, ATA-400,
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
NPRM's or final rules should contact the Federal Aviation
Administration, Office of Rulemaking, (202) 267-9677, to request a copy
of Advisory Circular No. 11-2A, Notice of Proposed Rulemaking
Distribution System, which describes the application procedure.

Related Rulemaking Actions

On May 20, 1970, the FAA published the Designation of Federal
Airways, Controlled Airspace, and Reporting Points Final Rule in the
Federal Register (35 FR 7782). This rule provided for the establishment
of Terminal Control Airspace (TCA) areas (now known as Class B airspace
areas).
On June 21, 1988, the FAA published the Transponder With Automatic
Altitude Reporting Capability Requirement Final Rule in the Federal
Register (53 FR 23356). This rule requires all aircraft to have an
altitude encoding transponder when operating within 30 nautical miles
(NM) of any designated Class B airspace area 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 operating outside of the Class B airspace
area, but within 30 NM of the primary airport.
On October 14, 1988, the FAA published the Terminal Control Area
Classification and Terminal Control Area Pilot and Navigation Equipment
Requirements Final Rule in the Federal Register (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.
On December 17, 1991, the FAA published the Airspace
Reclassification Final Rule in the Federal Register (56 FR 65638). 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.

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 major terminals
increase the probability of midair collisions.
In 1970, a study of terminal airspace areas 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). The establishment of Class B airspace
areas provides a method to accommodate increasing numbers 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) the increased capability to provide
aircraft separation service, thereby minimizing the mix of controlled
and uncontrolled aircraft.
The standard configuration of Class B airspace areas normally
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 configurations may be utilized contingent on
the terrain, adjacent

[[Page 41161]]

regulatory airspace, and factors unique to a specific terminal area.

Public Input

On December 31, 2001, the FAA published a notice of proposed
rulemaking (NPRM) in the Federal Register (Airspace Docket No. 00-AWA-
6; 66 FR 67632) proposing to modify the Cincinnati/Northern Kentucky
International Airport Class B airspace area. The comment period for
this NPRM closed on March 1, 2002.
In response to the proposed rule, the FAA received six written
comments. All comments received were considered before making a
determination on this final rule. An analysis of the comments received
and the FAA's response are summarized below.

Discussion of Comments

The Air Line Pilots Association International (ALPA) wrote in
support of the Class B airspace area modifications. All but one of the
six commenters supported the lateral boundary modifications.
Five commenters opposed raising the ceiling of the Class B airspace
area to 10,000 feet MSL. One commenter said that the higher ceiling
would place an unfair burden on those pilots of piston-engine GA
aircraft desiring to overfly the Class B airspace area by requiring
them to climb to altitudes where supplemental oxygen might be required.
This commenter contended the higher ceiling places a ``huge cylindrical
wall'' in the way of north/south traffic from the Michigan, Indiana,
and Ohio areas headed to Florida and other points south. Another
commenter opposed the higher ceiling based on the belief that GA pilots
are rarely permitted to transit the CVG Class B airspace area.
According to that commenter, it is easier to remain VFR, monitor ATC
frequencies for situational awareness, and climb over the top of the
Class B airspace area in lieu of being vectored well around the area,
which requires additional fuel and time to travel around CVG. Another
commenter wrote that the ability to fly over the Class B airspace area
should be maintained and suggested that the upper limit of the Class B
airspace area could be raised to 8,400 feet with little effect on
transient pilots. One commenter contended that the 10,000-foot ceiling
would result in a less safe situation because, instead of overflying
the airport in an area of little traffic, he would be forced to go
around the side of the Class B airspace area where there is
considerable traffic approaching the airport. The Aircraft Owners and
Pilots Association (AOPA) also opposed the higher ceiling, calling the
change unjustified and requesting that the ceiling be retained at the
current 8,000 feet MSL. In making its argument, AOPA wrote that Class B
airspace should be established only when there is a significant number
and mix of controlled and uncontrolled flights within the same
airspace. AOPA said that the VFR flight track data presented in the
NPRM do not appear to pose a safety problem for CVG traffic between
8,000 feet MSL and 10,000 feet MSL, and that the VFR track survey
information lacked enough detail to support a need to raise the
ceiling. AOPA questioned the NPRM's discussion that the higher ceiling
would allow reduced coordination requirements between adjacent ATC
facilities and added that it is unclear how raising the Class B ceiling
would eliminate the need for intermediate level offs by aircraft
departing CVG. AOPA maintained that the justification for the vertical
expansion of the Class B airspace area was based upon an economic
benefit for aircraft that depart CVG without having to level off.
The FAA has carefully considered these comments regarding the CVG
Class B airspace area ceiling. The FAA does not agree that raising the
vertical limit of the airspace will deny access to the Class B airspace
area, nor will it place a ``wall'' in the way of north/south traffic
transiting the CVG area. When the CVG Class B airspace area was
originally established in 1999, the FAA developed suggested VFR flyways
for use by those pilots planning VFR flights through or near the CVG
terminal area who desire to avoid the Class B airspace. These routes
are currently published on the reverse side of the Cincinnati VFR
Terminal Area Chart. An ATC clearance is not required to fly these
routes. The VFR flyway routes, with minor adjustments, will remain a
charted feature of the modified Class B airspace area. FAA
representatives from CVG airport traffic control tower (ATCT) meet
monthly with users at the Lunken (LUK) and Cincinnati-Blue Ash (ISZ)
Airports, which are situated beneath the Class B airspace area, to
familiarize pilots with traffic flows in and out of CVG and to solicit
feedback on ATC services. At these monthly meetings, FAA
representatives also review the process for pilots to transition north/
south and east/west through the CVG Class B airspace area, either with
or without participation of ATC services, and discuss ATC-recommended
altitudes that provide the safest and easiest transitions through the
area. Based on feedback from users, pilots, in general, believe that
transitioning through the Class B airspace area is not a difficult
task. The FAA does not agree with the comment that GA pilots are rarely
permitted to transit the CVG Class B airspace area. On visual
meteorological condition (VMC) days, approximately 135 aircraft
operating on VFR can be expected to transition through the entire CVG
terminal area between 3,000 and 10,000 feet. CVG ATCT provides services
to approximately 65 percent of these aircraft. Data reviewed since the
VFR survey cited in the NPRM has shown that on a typical VMC day, most
VFR aircraft transition the terminal area as recommended by CVG ATCT
with few VFR aircraft transiting the CVG area between 8,000 feet and
10,000 feet. In addition, raising the ceiling of the CVG Class B
airspace area to 10,000 feet MSL will not prohibit VFR aircraft from
transiting the Class B airspace area between 8,000 feet and 10,000 feet
MSL. VFR pilots will be able to request clearance from ATC to cross the
Class B airspace area between those altitudes. ATC can approve such
requests subject to traffic.
We agree with AOPA's comment that Class B airspace should be
established only when there are significant numbers of, and a mix of
controlled and uncontrolled, flights within the same airspace. However,
this is but one of several important factors considered. The primary
purpose for designating a Class B airspace area is to reduce the
potential for midair collisions in the airspace surrounding airports
with high density air traffic operations. Additionally, Class B
airspace areas are designed to enhance the management of air traffic
operations to and from the airports within the area, in addition to
aircraft transiting the terminal area. The volume of traffic, number of
enplaned passengers, traffic density, and type or nature of operations
being conducted, and whether Class B airspace will contribute to the
efficiency and safety of operations in the area are all factors that
are considered in determining whether to designate Class B airspace.
We do not agree with AOPA's conclusion that the proposed higher
ceiling was intended to eliminate the need for ATC to level off
departing aircraft, and that the justification for the proposed
vertical expansion centers on the economic benefit for aircraft
departing without having to level off. The NPRM did not state that the
10,000-foot ceiling would eliminate intermediate level-offs for
departing aircraft. Instead, the FAA believes that the higher ceiling
decreases the chances that intermediate level offs may be required in
some cases. Additionally,

[[Page 41162]]

while the FAA believes that some economic benefits may be realized,
this will be only an ancillary benefit of the change. The primary
reason for the higher ceiling is to enhance safety by affording greater
protection to air carrier aircraft during critical stages of flight
when arriving or departing CVG. The airspace between 8,000 and 10,000
feet MSL is used on a regular basis by air traffic controllers for the
purpose of managing instrument operations to and from CVG. As discussed
in the NPRM, Indianapolis Air Route Traffic Control Center (ARTCC)
currently delivers aircraft inbound to CVG at 11,000 feet MSL. Once in
the terminal area, these CVG arrivals are generally descended to 10,000
feet while CVG departures normally climb up to 8,000 feet or 9,000
feet. Once lateral separation between the arrivals and departures has
been established, the departures are issued further climb instructions
and handed off to Indianapolis ARTCC. Arriving aircraft generally are
not descended until abeam the airport on a downwind leg. With the
current 8,000 feet ceiling, arriving aircraft often must fly 30-35 NM
above the Class B airspace area, depending on runway in use and
direction of arrival into the terminal area. Consequently, both arrival
and departure IFR traffic must operate between 8,000 and 10,000 feet
MSL in the CVG terminal area without the benefit of Class B airspace
protection. The FAA believes that the current 8,000-foot ceiling does
not provide adequate regulatory airspace protection required for this
high density terminal area. The amount of IFR traffic between 8,000 and
10,000 feet in the terminal area is such that CVG has entered into
Letters of Agreement with adjacent ATC facilities to limit IFR
overflight traffic between those altitudes. Further, the FAA concludes
that raising the ceiling to 10,000 feet will enhance safety for all
operators in the CVG terminal area.
One commenter questioned the reduction of the size of the Class B
airspace area on the east and west sides, specifically the elimination
of Area G and the reduction in size of Area F, stating that the
horizontal limits could stay as they are currently published without
impacting safety or economics. This commenter suggested that future
traffic growth in the CVG area should be considered so that the FAA
will not have to adjust this airspace again in the future to compensate
for growth. The commenter also stated that the current Class B airspace
dimensions are well defined and easy to follow and that, if Area G is
eliminated, physical features should be used to describe the new
boundary rather than very high frequency omni-directional radio range
radials. FAA policy requires that all Class B airspace areas be
evaluated biennially to determine if any modifications are required.
The proposal to eliminate Area G, and to reduce the lateral limits of
Area F on the west side, was the result of such a review. Since the
original development of the CVG Class B airspace area, COMAIR Airlines
(representing approximately 50 percent of CVG traffic) has begun to
operate only jet aircraft into the Cincinnati/Northern Kentucky
International Airport. This change, due to jet aircraft having greater
climb performance capabilities, has allowed the FAA to modify some
procedures that previously had required the use of Area G airspace.
Consequently, the FAA determined that the lateral boundaries of the
Class B airspace area to the east and west of the airport may be
adjusted without adversely affecting safety. The FAA considered traffic
growth projections at CVG through the National Airspace Redesign
workgroup. These modifications to the CVG Class B airspace area will
provide enhanced safety to accommodate increased volume at CVG.

The Rule

This amendment to 14 CFR part 71 modifies the CVG Class B airspace
area. Specifically, this action raises the ceiling of the Class B
airspace area from 8,000 feet MSL to 10,000 feet MSL; expands the
lateral limits of Area C to the north and south of the airport;
reconfigures the lateral limits of Area F on the east and west sides of
the Class B airspace area; and eliminates Area G. Areas A, B, and E
remain unchanged from their existing configurations, except for the new
ceiling at 10,000 feet MSL. Area C is expanded to the north and south
of the airport to provide additional airspace needed to ensure that the
required 1,000 feet vertical separation is maintained while vectoring
multiple aircraft for simultaneous ILS approaches. Area D to the north
and south of the airport is modified as a result of the expansion of
Area C, as described above, thereby reducing the size of the Area D
segments located to the north and south of the airport. This action
reduces the overall size of Area F by eliminating certain portions of
Area F, between 20 NM and 25 NM, located to the west and east of the
airport. Area F is also modified to incorporate two small sections of
Area G. Except for small segments of airspace in the western-most point
and the southern tip of the existing Area G, Area G is eliminated from
the Class B airspace area.
These modifications to the CVG Class B airspace area enhance safety
by extending Class B airspace protection to a significant volume of
aircraft currently operating between 8,000 feet MSL and 10,000 feet MSL
in the CVG terminal area. Further, these modifications improve the flow
and the management of air traffic operations in the CVG terminal area.
The modifications also better accommodate VFR operations providing
additional airspace for pilots to circumnavigate the CVG Class B
airspace area. Finally, this action supports various efforts to enhance
the efficiency and capacity of the National Airspace System, such as
the National Airspace Redesign and the Operational Evolution Plan.
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 7400.9J, Airspace Designations and Reporting Points,
dated August 31, 2001, and effective September 16, 2001, 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.

Regulatory Evaluation Summary

Changes to Federal regulations must undergo several economic
analyses. First, Executive Order 12866 directs each Federal agency
proposing or adopting a regulation to first make a reasoned
determination that the benefits of the intended regulation justify its
costs. Second, the Regulatory Flexibility Act of 1980 (RFA) requires
agencies to analyze the economic impact of regulatory changes on small
entities. Third, the Trade Agreements Act prohibits agencies from
setting standards that create unnecessary obstacles to the foreign
commerce of the United States. In developing U.S. standards, this Act
requires agencies to consider international standards, and use them
where appropriate as the basis of U.S. standards. Fourth, the Unfunded
Mandates Reform Act of 1995 requires agencies to prepare a written
assessment of the costs and benefits and other effects of proposed and
final rules. An assessment must be prepared only for rules that impose
a Federal mandate on State, local or tribal governments, or on the
private sector, likely to result in a total expenditure of $100 million
or more in any one year (adjusted for inflation).
In conducting these analyses, FAA has determined:
(1) This rule has benefits that justify its costs. This rulemaking
does not

[[Page 41163]]

impose costs sufficient to be considered ``significant'' under the
economic standards for significance under Executive Order 12866 or
under DOT's Regulatory Policies and Procedures. Due to public interest,
however, it is considered significant under the Executive Order and DOT
policy. (2) This rule will not have a significant impact on a
substantial number of small entities. (3) This rule has no affect on
any trade-sensitive activity. (4) This rule does not impose an unfunded
mandate on state, local, or tribal governments, or on the private
sector.
This rule will expand the lateral limits of Area C; reduce the
lateral limits of Area F; eliminate Area G, the portion not
incorporated into Area F; and raise the upper limit of the entire Class
B airspace area from 8,000 feet MSL to 10,000 feet MSL.
The FAA believes that raising the upper limit of the Class B
airspace area from the current 8,000 feet MSL to 10,000 feet MSL will
reduce the likelihood of a midair collision in that airspace by
enhancing ATC authority and capability to separate and sequence air
traffic. Contraction of the CVG Class B airspace, in Areas F and G,
will result in a more efficient use of the airspace, and will benefit
nonparticipating VFR operations. Thus, the FAA has determined that this
final rule will be cost-beneficial.

Regulatory Flexibility Determination

The Regulatory Flexibility Act of 1980 (RFA) 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 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 a regulatory flexibility
analysis is not required. The certification must include a statement
providing the factual basis for this determination, and the reasoning
should be clear.
In view of the minimal cost impact of the rule, the FAA has
determined that this final rule will not have significant economic
impact on a substantial number of small entities. Consequently, the FAA
certifies that the rule will not have a significant economic impact on
a substantial number of small entities.

International Trade Impact Statement

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 final rule and has determined that it will
have only a domestic impact and therefore no effect on any trade-
sensitive activity.

Unfunded Mandates Assessment

The Unfunded Mandates Reform Act of 1995 (the Act), enacted as
Public Law 104-4 on March 22, 1995, 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 a $100 million or more
expenditure (adjusted annually for inflation) in any one year by State,
local, and tribal governments, in the aggregate, or by the private
sector; such a mandate is deemed to be a ``significant regulatory
action.''
This final rule does not contain such a mandate. Therefore, the
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do
not apply.

Paperwork Reduction Act

This rule contains no information collection requests requiring
approval of the Office of Management and Budget pursuant to the
Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)).

Conclusion

In view of the minimal or zero cost of compliance of this rule and
the enhancements to operational efficiency that do not reduce aviation
safety, the FAA has determined that this rule will be cost-beneficial.

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 7400.9J, Airspace Designations and
Reporting Points, dated August 31, 2001, and effective September 16,
2001, is amended as follows:

Paragraph 3000--Subpart B--Class B Airspace

* * * * *

ASO KY B Cincinnati/Northern Kentucky International Airport, KY
[REVISED]

Cincinnati/Northern Kentucky International Airport (Primary Airport)
(Lat. 39 deg.02'46'' N., long. 84 deg.39'44'' W.)
Cincinnati VORTAC (CVG)
(Lat. 39 deg.00'57'' N., long. 84 deg.42'12'' W.)

Boundaries.
Area A. That airspace extending upward from the surface to and
including 10,000 feet MSL within a radius of 5 miles from the
Cincinnati/Northern Kentucky International Airport.
Area B. That airspace extending upward from 2,100 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the 5-mile arc of the airport and
the Kentucky bank of the Ohio River northeast of the airport; thence
northeast along the Kentucky bank of the Ohio River to the 10-mile
arc of the airport; thence clockwise along the 10-mile arc to the
Kentucky bank of the Ohio River southwest of the airport; thence
north along the Kentucky bank of the Ohio River to the Indiana-Ohio
State line (long. 84 deg.49'00'' W.); thence north along the State
line to Interstate 275; thence northeast along Interstate 275 to
Interstate 74; thence east along Interstate 74 to the CVG VORTAC
040 deg. radial; thence southwest along the CVG VORTAC 040 deg.
radial to the 5-mile arc of the airport; thence counterclockwise on
the 5-mile arc to the point of beginning.
Area C. That airspace extending upward from 3,000 feet MSL to
and including 10,000

[[Page 41164]]

feet MSL within the area bounded by a line beginning at the
intersection of Interstate 275 and the Indiana-Ohio State line
(long. 84 deg.49'00'' W.); thence north along the Indiana-Ohio State
line, to intersect the 20-mile arc of the airport; thence clockwise
along the 20-mile arc of the airport to intersect the extended
Runway 18L ILS localizer course; then south along the extended
Runway 18L ILS localizer course to the 15-mile arc of the airport;
thence clockwise on the 15-mile arc to long. 84 deg.30'00'' W.;
thence south along long. 84 deg.30'00'' W. to the 10-mile arc of the
airport; thence clockwise on the 10-mile arc to the Kentucky bank of
the Ohio River; thence west along the Kentucky bank of the Ohio
River to the 5-mile arc of the airport; thence counterclockwise
along the 5-mile arc to the CVG VORTAC 040 deg. radial; thence
northeast along the CVG VORTAC 040 deg. radial to Interstate 74;
thence west along Interstate 74 to Interstate 275; thence west along
Interstate 275 to the point of beginning. That airspace beginning at
the intersection of the 10-mile arc southeast of the airport and
long. 84 deg.30'00'' W.; thence south along long. 84 deg.30'00'' W.
to the 15-mile arc of the airport; thence clockwise along the 15-
mile arc to intersect the Runway 36R ILS localizer course; thence
south along the Runway 36R ILS localizer course to the 20-mile arc
of the airport, thence clockwise along the 20-mile arc to long.
84 deg.49'00'' W.; thence north along long. 84 deg.49'00'' W. to the
Kentucky bank of the Ohio River; thence north along the Kentucky
bank of the Ohio River to the 10-mile arc of the airport; thence
counterclockwise along the 10-mile arc to the point of beginning.
Area D. That airspace extending upward from 3,500 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of lat. 39 deg.09'18'' N. and the 10-
mile arc northeast of the airport; thence east to the 15-mile arc of
the airport; thence clockwise on the 15-mile arc to lat.
38 deg.56'15'' N.; thence west along lat. 38 deg.56'15'' N. to
intersect the 10-mile arc of the airport; thence counterclockwise
along the 10-mile arc to the point of beginning. That airspace
beginning at the intersection of the Kentucky bank of the Ohio River
and lat. 38 deg.56'15'' N. southwest of the airport; thence west
along lat. 38 deg.56'15'' N. to the 15-mile arc of the airport;
thence clockwise along the 15-mile arc to lat. 39 deg.09'18'' N.;
thence east along lat. 39 deg.09'18'' N. to the Indiana-Ohio State
line; thence South along the Indiana-Ohio State line to the Kentucky
bank of the Ohio River; thence south along the Kentucky bank of the
Ohio River to point of beginning. That airspace beginning at the
intersection of the 15-mile arc of the airport and the ILS Runway
18L localizer course; thence north along the extended ILS Runway 18L
localizer course to the 20-mile arc of the airport; thence clockwise
along the 20-mile arc to long. 84 deg.30'00'' W.; thence south along
long. 84 deg.30'00'' W. to the 15-mile arc of the airport; thence
counterclockwise along the 15-mile arc to the point of beginning.
That airspace beginning at the intersection of the 15-mile arc south
of the airport and the ILS Runway 36R localizer course; thence south
along the extended ILS Runway 36R localizer to the 20-mile arc of
the airport; thence counterclockwise along the 20-mile arc to long.
84 deg.30'00'' W.; thence north along long. 84 deg.30'00'' W. to the
15-mile arc of the airport; thence clockwise along the 15-mile arc
to the point of beginning.
Area E. That airspace extending upward from 4,000 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the 20-mile arc of the airport and
the Indiana-Ohio State line; thence north along the Indiana-Ohio
State line to the 25-mile arc of the airport; thence clockwise along
the 25-mile arc to long. 84 deg.30'00'' W.; thence south along long.
84 deg.30'00'' W. to the 20-mile arc of the airport; thence
counterclockwise on the 20-mile arc to the point of beginning. That
airspace beginning at the intersection of the 20-mile arc of the
airport and long. 84 deg.30'00'' W. southeast of the airport; thence
south along long. 84 deg.30'00'' W. to the 25-mile arc of the
airport; thence clockwise along the 25-mile arc to long.
84 deg.49'00'' W.; thence north along long. 84 deg.49'00'' W. to the
20-mile arc of the airport; thence counterclockwise along the 20-
mile arc to the point of beginning.
Area F. That airspace extending upward from 5,000 feet MSL to
and including 10,000 feet MSL within the area bounded by a line
beginning at the intersection of the 25-mile arc north of the
airport and long. 84 deg.30'00'' W.; thence clockwise along the 25-
mile arc of the airport to the CVG VORTAC 056 deg. radial; thence
southwest along the CVG VORTAC 056 deg. radial to the 20-mile arc of
the airport; thence clockwise along the 20-mile arc of the airport
to the CVG VORTAC 116 deg. radial; thence southeast along the CVG
VORTAC 116 deg. radial to the 25-mile arc of the airport; thence
clockwise along the 25-mile arc of the airport to long.
84 deg.30'00'' W. south of the airport; thence north along long.
84 deg.30'00'' W. to the intersection of the 10-mile arc of the
airport and lat. 38 deg.56'15'' N.; thence east along lat.
38 deg.56'15'' N. to the 15-mile arc of the airport; thence
clockwise along the 15-mile arc of the airport to lat.
39 deg.09'18'' N.; thence west along lat. 39 deg.09'18'' N. to the
intersection of the 10-mile arc of the airport and long.
84 deg.30'00'' W.; thence north along long. 84 deg.30'00'' W. to the
point of beginning. That airspace beginning at the intersection of
the 25-mile arc of the airport and the Indiana-Ohio State line;
thence counterclockwise along the 25-mile arc to the CVG VORTAC
297 deg. radial; thence southeast along the CVG VORTAC 297 deg.
radial to the 20-mile arc of the airport; thence counterclockwise
along the 20-mile arc of the airport to the CVG VORTAC 247 deg.
radial; thence southwest along the CVG VORTAC 247 deg. radial to the
25-mile arc of the airport; thence counterclockwise along the 25-arc
of the airport to long. 84 deg.49'00'' W. south of the airport;
thence north along long. 84 deg.49'00'' W. to the Kentucky bank of
the Ohio River; thence north along the Kentucky bank of the Ohio
River to lat. 38 deg.56'15'' N.; thence west along lat.
38 deg.56'15'' N. to the 15-mile arc of the airport; thence
clockwise on the 15-mile arc of the airport to lat. 39 deg.09'18''
N.; thence east along lat. 39 deg.09'18'' N. to the Indiana-Ohio
State line; thence north along the Indiana-Ohio State line to the
point of beginning.
Area G. [Revoked]
* * * * *

Issued in Washington, DC, on June 7, 2002.
Reginald C. Matthews,
Manager, Airspace and Rules Division.

Appendix--Chart Showing Modification of Class B Airspace at Covington,
KY

BILLING CODE 4910-13-P

[[Page 41165]]

[GRAPHIC] [TIFF OMITTED] TR17JN02.000

[[Page 41166]]

[FR Doc. 02-15133 Filed 6-12-02; 9:57 am]
BILLING CODE 4910-13-C