This section of the FEDERAL REGISTER

contains notices to the public of the proposed

issuance of rules and regulations. The

purpose of these notices is to give interested

persons an opportunity to participate in the

rule making prior to the adoption of the final

rules.

Proposed Rules Federal Register

65332 

Vol. 77, No. 208 

Friday, October 26, 2012 

FEDERAL ELECTION COMMISSION 

11 CFR Part 104 

[NOTICE 2012–07] 

Rulemaking Petition: Electioneering 

Communications Reporting 

AGENCY: Federal Election Commission. 

ACTION: Rulemaking petition: Notice of 

availability. 

SUMMARY: On October 5, 2012, the 

Commission received a Petition for 

Rulemaking from the Center for 

Individual Freedom. See REG 2012–01 

Electioneering Communications 

Reporting (2012). The Petition urges the 

Commission to revise the regulations 

regarding the reporting of electioneering 

communications. 

DATES: Statements in support of or in 

opposition to the Petition must be 

submitted on or before December 26, 

2012. 

ADDRESSES: All comments must be in 

writing. Comments may be submitted 

electronically via the Commission’s 

Web site at http://www.fec.gov/fosers/ 

(REG 2012–01 Electioneering 

Communications Reporting (2012)). 

Commenters are encouraged to submit 

comments electronically to ensure 

timely receipt and consideration. 

Alternatively, comments may be 

submitted in paper form. Paper 

comments must be sent to the Federal 

Election Commission, Attn.: Robert M. 

Knop, Assistant General Counsel, 999 E 

Street NW., Washington, DC 20463. All 

comments must include the full name 

and postal service address of a 

commenter, and of each commenter if 

filed jointly, or they will not be 

considered. The Commission will post 

comments on its Web site at the 

conclusion of the comment period. 

The Petition is available for 

inspection in the Commission’s Public 

Records Office, on its Web site, http:// 

www.fec.gov/fosers/ (REG 2012–01 

Electioneering Communications 

Reporting (2012)), and through its 

Faxline service. 

FOR FURTHER INFORMATION CONTACT: Mr. 

Robert M. Knop, Assistant General 

Counsel, or Mr. Theodore M. Lutz, 

Attorney, 999 E Street NW., 

Washington, DC 20463, (202) 694–1650 

or (800) 424–9530. 

SUPPLEMENTARY INFORMATION: The 

Federal Election Commission 

(‘‘Commission’’) has received a Petition 

for Rulemaking from the Center for 

Individual Freedom. The petitioner asks 

that the Commission revise 11 CFR 

104.20(c)(8) and (9) ‘‘by deleting the 

phrase ‘pursuant to 11 CFR 114.15,’ 

thereby explicitly applying the 

electioneering communication 

disclosure obligations of corporations 

and labor unions to any form of 

electioneering communication.’’ The 

Commission seeks comments on the 

petition. 

Copies of the Petition for Rulemaking 

are available for public inspection at the 

Commission’s Public Records Office, 

999 E Street NW., Washington, DC 

20463, Monday through Friday between 

the hours of 9 a.m. and 5 p.m., and on 

the Commission’s Web site, http://www.

fec.gov/fosers/ (REG 2012–01 

Electioneering Communications 

Reporting (2012)). Interested persons 

may also obtain a copy of the Petition 

by dialing the Commission’s Faxline 

service at (202) 501–3413 and following 

its instructions, at any time of the day 

and week. Request document #273. 

Consideration of the merits of the 

Petition will be deferred until the close 

of the comment period. If the 

Commission decides that the Petition 

has merit, it may begin a rulemaking 

proceeding. Any subsequent action 

taken by the Commission will be 

announced in the Federal Register. 

Dated: October 18, 2012. 

Caroline C. Hunter, 

Chair, Federal Election Commission. 

[FR Doc. 2012–26116 Filed 10–25–12; 8:45 am] 

BILLING CODE 6715–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2012–0966; Airspace 

Docket No. 12–AWA–5] 

RIN 2120–AA66 

Proposed Modification of Class B 

Airspace; Las Vegas, NV 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

modify the Las Vegas, NV, Class B 

airspace area to ensure the containment 

of large turbine-powered aircraft within 

Class B airspace, reduce air traffic 

controller workload, and reduce the 

potential for midair collision in the Las 

Vegas terminal area. 

DATES: Comments must be received on 

or before December 26, 2012. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, M– 

30, 1200 New Jersey Avenue SE., West 

Building Ground Floor, RoomW12–140, 

Washington, DC 20590–0001; telephone: 

(202) 366–9826. You must identify FAA 

Docket No. FAA–2012–0966 and 

Airspace Docket No. 12–AWA–5, at the 

beginning of your comments. You may 

also submit comments through the 

Internet at http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace Policy and ATC 

Procedures Group, Office of Airspace 

Services, 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. 


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Communications should identify both 

docket numbers (FAA Docket No. FAA– 

2012–0966 and Airspace Docket No. 12– 

AWA–5) and be submitted in triplicate 

to the Docket Management Facility (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at http:// 

www.regulations.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket Nos. FAA–2012–0966 and 

Airspace Docket No. 12–AWA–5.’’ 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://www.regulations.gov. 

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 9:00 a.m. and 

5.00 p.m., Monday through Friday, 

except Federal holidays. An informal 

docket may also be examined during 

normal business hours at the office of 

the Western Service Center, Operations 

Support Group, Federal Aviation 

Administration, 1601 Lind Ave. SW., 

Renton, WA 98057. 

Persons interested in being placed on 

a mailing list for future NPRMs 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 1974, the FAA issued a 

final rule establishing the Las Vegas, 

NV, Terminal Control Area (TCA) with 

an effective date of November 11, 1974 

(39 FR 28518). The Las Vegas TCA 

configuration was modified in 1982 by 

raising some area floors to provide 

greater flexibility for aircraft wishing to 

avoid the airspace and by lowering and 

realigning other areas to ensure that 

turbine-powered aircraft operations 

were fully contained within the TCA (47 

FR 30052). 

In 1993, as part of the Airspace 

Reclassification Final Rule (56 FR 

65638), the term ‘‘terminal control area’’ 

was replaced by ‘‘Class B airspace area.’’ 

That rule did not change the 

configuration of the TCA/Class B 

airspace area. 

The primary purpose of Class B 

airspace is to reduce the potential for 

midair collisions in the airspace 

surrounding airports with high density 

air traffic operations by providing an 

area in which all aircraft are subject to 

certain operating rules and equipment 

requirements. FAA policy requires that 

Class B airspace areas be designed to 

contain all instrument procedures and 

that air traffic controllers are to vector 

aircraft to remain within Class B 

airspace after entry. Controllers must 

inform the aircraft when leaving and reentering Class B airspace if it becomes 

necessary to extend the flight path 

outside Class B airspace for spacing. 

However, in the interest of safety, FAA 

policy dictates that such extensions be 

the exception rather than the rule. 

Since the Las Vegas Class B airspace 

was last modified in 1982, traffic 

volume and passenger enplanements 

have risen significantly. Recent 

development and implementation of 

arrival and departure procedures based 

on RNAV and satellite-based navigation 

have resulted in changes to traffic flows 

and climb/descent profiles serving 

McCarran International Airport (LAS). 

Today, over 95 percent of scheduled 

flights in the LAS terminal area are 

RNAV equipped and the general 

aviation community equipage has 

advanced in step. After these 

procedures were implemented, the FAA 

conducted a review of the Class B 

airspace area. The review included a 30- 

day sampling of flight tracks in the 

current Class B conducted in February– 

March 2010. Analysis of the sampling 

revealed that 2,880 aircraft temporarily 

exited the Class B airspace while 

arriving at or departing from LAS. The 

same data were then reprocessed 

utilizing the proposed Class B airspace 

design to evaluate whether any 

differences could be realized with the 

airspace modifications. The analysis 

indicated the potential for a reduction 

in the number of Class B excursions by 

an average of 69 percent. It was 

determined that Class B airspace 

modifications are necessary to reduce 

the number of Class B excursions and 

increase the number of air traffic 

operations that would be contained 

within the Class B. 

McCarran International Airport is 

located in a valley surrounded by 

mountainous terrain. Three airports lie 

in close proximity to LAS: Nellis Air 

Force Base (LSV) is 11 NM northeast of 

LAS; North Las Vegas Airport (VGT) is 

8 NM northwest; and Henderson 

Executive Airport (HND) is 6 NM south; 

all of which contribute to the high 

density of air traffic in the valley. Due 

to the combination of terrain, high 

density air traffic and airspace to the 

north that is delegated to the Nellis Air 

Traffic Control Facility, high 

performance aircraft operating at LAS 

are restricted to very limited arrival and 

departure routings. These factors 

compress aircraft onto heavily used 

routes, which are directly dependent 

upon the structure of Class B airspace to 

ensure safety and efficiency. VFR 

aircraft transition daily above the LAS 

downwind and departure areas and are 

routinely potential conflicts for LAS 

arrival and departure traffic. 

The airspace north of LAS and VGT 

is highly congested with military 

aircraft operating to and from Nellis 

AFB. Potential routes into and out of 

VGT and LAS on the north side have 

been effectively eliminated by the 

proximity and volume of operations at 

Nellis AFB. This has forced VFR traffic 

transitioning to and from VGT into an 

area west of VGT. 

LAS operations continue to exceed 

the criteria to qualify for Class B 

airspace. In calendar year (CY) 2011, 

LAS ranked eighth on the list of the ‘‘50 

Busiest FAA Airport Traffic Control 

Towers,’’ with over 531,000 airport 

operations (up approximately 5 per cent 

from CY 2010 levels). For CY 2010 (the 

latest validated figures), LAS ranked 

ninth in the nation for passenger 

enplanements with just under 19 

million. Preliminary numbers for CY 

2011 project a 4.52% increase over CY 

2010 enplanements. Satellite airport 

traffic at VGT, HND, and Boulder City 

Municipal Airport (BVU) has also 

increased significantly in recent years as 

have operations at Nellis Air Force Base. 

In CY 2011, combined airport 

operations at VGT and HND added over 

241,000 operations to the mix. 

LAS air traffic navigation procedures 

have been modified repeatedly over the 

years to benefit from advances in 

navigation technology. These advances 

led to the development of new approach 

procedures that provide needed course 

guidance over difficult terrain areas. 

However, the current LAS Class B 

airspace design has not kept pace with 

improvements in navigation capabilities 

or today’s increased traffic volume and 


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complexity. Consequently, the LAS 

Class B does not fully contain turbinepowered aircraft as required by FAA 

directives. Some examples that illustrate 

this problem are: (1) The Runway 25L 

and 25R ILS approach procedures are 

not fully contained within the Class B; 

(2) due to terrain and airspace 

limitations, controllers routinely must 

vector aircraft to the Runway 01L ILS 

localizer course. To enable these aircraft 

to descend as prescribed to intercept the 

glide slope at the proper altitude, they 

are vectored momentarily outside the 

Class B airspace: And, (3) some RNAV 

arrivals are not fully contained within 

the Class B. Containment of large 

turbine-powered aircraft within Class B 

airspace is a significant interest of the 

FAA’s Office of Aviation Safety 

Oversight. The limitations of the current 

Class B design also contribute to 

increased air traffic controller workload 

and radio frequency congestion due to 

the requirement that controllers issue an 

advisory to pilots upon exiting and reentering the Class B. 

Pre-NPRM Public Input 

An Ad Hoc Committee was formed in 

early 2010 to review the Las Vegas Class 

B airspace and provide 

recommendations to the FAA about the 

proposed design. The Committee was 

chaired by the State of Nevada 

Department of Transportation and 

consisted of representatives from a 

range of national and local aviation 

interests. The Committee held five 

meetings between March and November 

2010 and submitted its 

recommendations to the FAA in January 

2011. 

In addition, as announced in the 

Federal Register (76 FR 35371), three 

informal airspace meetings were held in 

the Las Vegas area. The meetings were 

held on: August 18, 2011, at Centennial 

High School, Las Vegas, NV; August 23, 

2011, at Coronado High School, 

Henderson, NV; and August 25, 2011 at 

Shadow Ridge High School, Las Vegas, 

NV. The purpose of the meetings was to 

provide interested airspace users an 

opportunity to present their views and 

offer suggestions regarding the proposed 

modifications to the Las Vegas Class B 

airspace area. 

Discussion of Recommendations and 

Comments 

Ad Hoc Committee Input 

The Ad Hoc Committee 

recommendations are discussed below. 

The Ad Hoc Committee was nearly 

equally divided on the proposal to raise 

the Class B ceiling from 9,000 feet MSL 

to 10,000 feet MSL. The members 

objecting to the proposal stated that 

there are no safety or operational 

efficiency enhancements to be gained by 

extending the ceiling to 10,000 feet. 

They argue instead that the 10,000-foot 

ceiling would impact the safety and 

operational efficiency of general 

aviation. 

The current 9,000-foot MSL ceiling is 

problematic because the amount of 

airspace usable for air traffic control is 

reduced by the unique terrain 

surrounding the terminal area. This 

affects the minimum vectoring altitude 

controllers may use in the terminal area 

and causes a compressive effect on air 

traffic control (ATC) operations that 

limits controllers’ options for using 

speed and altitude to sequence and 

separate traffic. In addition, the current 

9,000-foot MSL ceiling allows 

overflights of the Class B at 9,500 feet 

MSL, which conflict with LAS arrivals. 

Raising the Class B ceiling to 10,000 feet 

MSL would provide operational and 

safety advantages, such as: More 

airspace for controllers to accomplish 

sequencing and allowing for later 

application of speed control techniques. 

Another factor is VOR Federal airway 

V–394, which traverses the area. The 

airway allows overflight traffic, not in 

communication with ATC, to cross 

above the current Class B airspace at 

9,500 feet MSL. The airway traffic runs 

through the LAS arrival flows and 

conflicts with LAS aircraft utilizing 

established profile climb and descent 

procedures. This restricts arrivals from 

the west from continuing the profile 

descent. By raising the Class B ceiling, 

overflight traffic would be required to 

communicate with ATC unless they are 

above 10,000 feet MSL. This would 

allow profile descents to continue 

unimpeded, or at least allow ATC to 

approve and separate V–394 users from 

the profile descent aircraft. LAS 

departures are also impacted because 

ATC must vector the departures, at low 

altitudes relative to the terrain, in order 

to avoid the nonparticipating traffic. In 

some cases, ATC must stop departures 

until the traffic confliction is clear. The 

FAA estimates that raising the ceiling to 

10,000 feet MSL could reduce the 

number of Traffic Alert and Collision 

Avoidance System (TCAS) Resolution 

Advisories (RA) from VFR aircraft in 

that area by as much as 25 percent. 

The Committee recommended that the 

Area A boundary west of HND be 

modified to provide more maneuvering 

room for aircraft operations at HND. 

The FAA agrees. The current visual 

operation into HND is limited by the 

tight turns required to avoid adjacent 

Class B airspace. The FAA changed the 

proposed Area A boundary west of HND 

from the 180°(T) radial to the 185°(T) 

radial. This increases available Class D 

airspace at HND/enhancing the 

operational safety and usability of the 

airport. 

The Committee requested that the 

boundaries of Areas B/E, D/S and P/S be 

aligned along a single Las Vegas 

VORTAC radial. 

The FAA is unable to fully propose 

this recommendation. The area 

boundaries cannot be defined along a 

single radial because it would not 

provide adequate Class B airspace to 

contain aircraft on instrument 

procedures. 

The Committee also suggested that: 

The floor of Area C should be lowered 

from 6,500 feet MSL to 6,000 feet MSL 

and the area should be split into two 

areas (C and D); the southern boundary 

of Area D should be aligned along the 

LAS 115°(T) radial; and the western 

boundary of Area E should be moved to 

coincide with the Area A boundary. 

The FAA agrees with the suggestions 

and has incorporated them into the 

proposal. 

In Area F, the Committee 

recommended that: The floor of Area F 

be lowered to 7,500 feet or higher 

(instead of the initial design of 6,000 

feet) to accommodate general aviation; 

the western boundary be aligned along 

the LAS 235°(T) radial (Note: The initial 

design proposed the LAS 240° radial) or 

further east if possible; and the eastern 

boundary be aligned along the LAS 

185°(T) radial. 

The FAA agrees, in part. The floor of 

Area F is now proposed at 7,000 feet 

MSL rather than the Committee’s 

requested 7,500 feet MSL, and the 

suggested radial alignments have been 

added. 

The Committee suggested that the 

eastern boundaries of Areas G and H be 

aligned along the 185°(T) radial to 

match the Area A boundary; and that 

floor of Area G, between the 255°(T) and 

305°(T) radials, be raised to at least 

5,500 feet MSL to improve general 

aviation operations. 

The FAA agrees with the LAS 185°(T) 

radial alignment for Areas G and H and 

proposes a new Area T to accommodate 

the requested 5,500-foot MSL floor. 

However, the northern boundary of the 

proposed Area T could not be extended 

beyond the LAS 295°(T) radial due to 

interference with the STAAV Departure 

Procedure. 

The Committee wrote that the Area O 

boundary should be repositioned from 

the LAS 20 NM arc to the 22 NM arc and 

the area floor should be retained at 

8,000 feet MSL. 

The FAA agreed to shift the proposed 

Area O boundary to the 22 NM arc, but 


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the floor of the area is proposed to be 

lowered to 7,000 feet MSL so that 

arriving aircraft can conduct a stabilized 

descent and remain within Class B 

airspace. 

The Committee recommended that the 

proposed floor of Area P be raised from 

8,000 feet MSL to 9,000 feet MSL; and 

the eastern boundary be repositioned to 

the LAS 30 NM arc in order to alleviate 

congestion between the Class B and the 

Grand Canyon Special Flight Rules 

Area. 

The FAA is unable to raise the 

proposed floor as requested. An 8,000- 

foot floor is required to contain RNAV 

arrivals within Class B airspace. 

However, the FAA agrees with moving 

the proposed eastern boundary 

westward to the 30 NM arc. 

The Committee asked that the floor of 

Area R be raised to at least 8,500 feet 

MSL to accommodate glider activity at 

Jean Airport (0L7). 

The initial proposed floor of Area R 

was 7,000 feet MSL. The FAA agreed to 

raise the floor to 8,000 feet MSL rather 

than 8,500 feet. A higher floor could not 

be approved due to the need to contain 

ILS approach procedures. 

The FAA’s initial proposal, as 

considered by the Committee, included 

two areas (Area S to the east of LAS; and 

Area T south of LAS) that extended out 

as far as the 40-mile arc. The Committee 

recommended these areas be eliminated 

and replaced with revised areas to the 

southeast and west of LAS, respectively. 

The FAA concurred with the 

Committee and in this proposal; Areas 

S and T have been reconfigured as 

described in the proposal. 

The original FAA proposal also added 

an Area U between the 15- and 20-mile 

arcs and bounded by the Las Vegas 

160°(T) and 185°(T) radials, with a floor 

of 7,000 feet MSL. The Committee 

recommended that this area retain a 

floor of 8,000 feet MSL due to the 

Minimum Safe Altitude of 7,400 feet 

MSL in that area. 

The FAA has reconfigured Area U and 

relabeled it as ‘‘Area Q’’ in this 

proposal. 

Informal Airspace Meeting Comments 

The FAA received 19 written 

comments in response to the Informal 

Airspace Meetings. These comments 

were broken down into six categories 

that are discussed next. 

Five comments concerned the 

proposed 10,000-foot MSL Class B 

airspace ceiling. Two comments agreed 

with the proposal, but the remainder 

were opposed due primarily to the 

assumed impact on VFR flight 

operations. This issue was discussed in 

the Ad Hoc Committee Input section 

(see above). 

Six comments said that the proposal 

limits available airspace for general 

aviation aircraft that are attempting to 

avoid high terrain while remaining clear 

of, or unable to obtain clearance 

through, the Class B airspace. The 

comments focused on high terrain 

issues and/or limited maneuvering area 

available to traffic operating to/from 

VGT, HND and 0L7. 

The primary purpose of this proposal 

is to ensure the containment of large 

turbine-powered aircraft as required by 

FAA directives. The Ad Hoc Committee 

recommendations dealt with similar 

issues for adjusting the proposed 

subareas to better accommodate 

operations and/or simplify description. 

The FAA incorporated many of these 

recommendations including: The Area 

A boundary was adjusted to provide 

more maneuvering room for HND 

operations; the floor of area F was set at 

7,000 feet MSL instead of 6,000 feet to 

accommodate general aviation uses; the 

eastern boundary of Area P was 

repositioned to the 30 NM arc to 

alleviate congestion between the Class B 

airspace and the Grand Canyon Special 

Flight Rules Area; Area R was modified 

by raising the proposed floor from 7,000 

feet MSL to 8,000 feet MSL, reducing 

the width of the area by 2 NM and 

moving the eastern boundary 3 degrees 

to the west to accommodate glider 

operations at 0L7; and the proposed 

Area T was redesigned with a floor of 

5,500 feet MSL west of LAS to provide 

additional airspace outside of Class B 

for general aviation aircraft in an area of 

high terrain and populated areas. 

Four comments expressed concern 

about the potential effect of the proposal 

on sport aircraft operations at 0L7, 

primarily in Areas F and R. 

In October 2011, a Las Vegas 

TRACON representative met with 

members of the glider community at 

Jean Airport to discuss their concerns, 

specifically regarding the proposed Area 

R. As a result, the FAA has revised the 

proposal by reducing the width of Area 

R by 2 NM and by moving the eastern 

boundary of the area 3 degrees to the 

west. 

Seven comments provided charting 

recommendations and/or requested a 

published VFR transition route through 

the Class B airspace. 

Although VFR charting issues are not 

part of the rulemaking process, Las 

Vegas TRACON has developed 16 new 

VFR waypoints to coincide with the 

existing VFR checkpoints shown on the 

VFR charts. In addition, four new VFR 

checkpoints and waypoints were also 

developed to assist general aviation 

aircraft transiting around the Class B. 

These enhancements are completed and 

were published beginning with the 

August 23, 2012 edition of the Las Vegas 

Terminal Area Chart (TAC) and the 

Charted VFR Flyway Planning Chart. 

The FAA continues to evaluate a VFR 

transition route through Class B airspace 

to accommodate VFR operators. 

However, VFR route options are 

extremely limited by terrain and special 

use airspace in the Las Vegas vicinity as 

well as IFR traffic operating on 

established procedures. 

Eleven comments provided specific 

Class B design recommendations. 

A number of these recommendations 

were not incorporated because they 

would create airspace that did not meet 

the need to contain all instrument 

procedures. Many of the design 

comments from the Informal Airspace 

Meetings were also addressed in the Ad 

Hoc Committee recommendations (see 

above) and a majority of the 

Committee’s recommendations are set 

forth in this proposal. One comment 

from the meeting proposed that the Area 

G/H border follow the St. Rose Parkway 

to I–215, to I–515, then east to Area B. 

The FAA determined that it is not 

possible to utilize these ground 

references to establish the boundaries 

due to existing IFR traffic patterns. 

However, as discussed above, new VFR 

waypoints and checkpoints have been 

added to the VFR charts to assist VFR 

pilot navigation in the area. 

Four commenters asserted that ATC is 

not very willing to provide Class B 

service to general aviation aircraft 

landing or departing the satellite 

airports. They stated that Class B 

clearance was commonly denied with 

pilots being instructed to remain clear of 

the Class B. 

FAA directives state that the 

provision of additional services (such as 

Class B service for VFR aircraft) is not 

optional on the part of the controller, 

but rather is required when the work 

situation permits. However, in light of 

these comments, and Ad Hoc 

Committee input, the FAA initiated 

several internal processes to monitor the 

availability of Class B services being 

offered and to evaluate those issues that 

cause the denial of service. 

The Proposal 

The FAA is proposing an amendment 

to Title 14, Code of Federal Regulations 

(14 CFR) part 71 to modify the Las 

Vegas, NV, Class B airspace area. This 

action (depicted on the attached chart) 

would modify the lateral and vertical 

limits of the Class B airspace to ensure 

the containment of large turbinepowered aircraft and enhance safety in 


emcdonald on DSK67QTVN1PROD with PROPOSALS
65336 Federal Register / Vol. 77, No. 208 / Friday, October 26, 2012 / Proposed Rules 

the Las Vegas terminal area. The FAA 

proposes to modify each of the original 

15 subareas (A through O) and add five 

new areas (P through T). The lateral 

limits would be expanded in several 

areas. To the east of LAS, Area P will 

extend the outer limit from the current 

25 NM out to 30 NM between the 

115°(T) and 132°(T) radials. On the 

southeast, Area S will move the current 

20 NM radius to become 30 NM 

between the 115°(T) and 132°(T) radials. 

To the south, in Area R, the current 20 

NM radius would be changed to 23 NM 

between the 188°(T) and 225°(T) radials. 

To the southwest in Area G, a small 

segment would extend from the current 

10 NM out to 20 NM bounded by the 

240°(T) radial). The proposal would also 

raise the ceiling of the entire Class B 

from the current 9,000 feet MSL to 

10,000 feet MSL. The proposed Class B 

subarea modifications are outlined 

below. All subareas would extend 

upward from the specified altitude to 

10,000 feet MSL. 

Area A. Area A would continue to 

extend upward from the surface. The 

southern boundary of the area, in the 

vicinity of Henderson Executive Airport 

(HND), would be modified by moving 

the boundary that lies west of HND from 

the 180°(T) radial to the 185°(T) radial. 

This would provide more airspace for 

operations at HND. In addition, the 

southeast corner of Area A would be 

shifted from the 115°(T) radial to the 

119°(T) radial to ensure containment of 

aircraft joining the ILS Runway 25L and 

25R approaches. 

Area B. The floor of Area B would 

remain at 4,500 feet MSL. The southern 

boundary of the area would be moved 

from the 115°(T) radial to the 119°(T) 

radial, with a segment along the 16 mile 

arc in order to retain aircraft in Class B 

airspace as they descend to capture the 

ILS Runway 25L or 25R localizer. 

Area C. The floor of Area C would be 

lowered to 6,000 feet MSL instead of the 

current 6,500 feet. The southern 

boundary would be moved from the 

current 125°(T) radial to the 083°(T) 

radial. On the east, the current 20 mile 

arc would be moved out to the 22 mile 

arc. These changes would ensure 

aircraft are kept in Class B airspace and 

still allow for a stabilized approach to 

runways 19L and 19R. The FAA 

determined that not all of the current 

Area C airspace would need to be 

lowered to 6,000 feet MSL. Therefore, 

Area C would be reduced in size by 

shifting that portion south of the 083°(T) 

radial into the proposed Area D with a 

floor of 6,500 feet MSL. 

Area D. Area D would be reconfigured 

by lowering the floor from 8,000 feet 

MSL to 6,500 feet MSL, resetting the 

boundaries between the 16 and 22 mile 

arcs instead of the current 20 and 25 

mile arcs and incorporating a portion of 

Area C, as described above. The changes 

would support SUNST and KEPEC 

RNAV arrivals being vectored to 

intercept the Runway 25L localizer. 

Area E. The floor of Area E would 

remain at 6,000 feet MSL. The current 

boundary would be moved from the 

115°(T) radial to the 119°(T) radial. This 

change is required to contain aircraft 

descending to the proper altitude to 

capture the ILS approach for Runway 

25L or 25R. 

Area F. The floor of Area F would be 

lowered from 8,000 feet MSL to 7,000 

feet MSL and the eastern boundary 

would be shifted from the 125°(T) radial 

to the 185°(T) radial. This change would 

contain aircraft that currently exit Class 

B airspace on the ILS Runway 1L 

approach. 

Area G. The floor of Area G would 

remain at 5,000 feet MSL. The boundary 

segment currently along the 235°(T) 

radial would be moved to the 240°(T) 

radial and the segment defined by the 

295°(T) radial would be shifted to the 

255°(T) radial. The remaining segment 

between the 255°(T) radial and the 

295°(T) radial would be redesignated as 

a new Area T, described below. These 

changes allow aircraft to remain within 

Class B airspace while descending for 

the ILS Runway 25L or 25R approaches 

and to contain the SHEAD Departure 

Procedure. 

Area H. The floor of Area H would 

remain at 4,000 feet MSL. The northern 

boundary would be moved from the 

295°(T) radial to the 310°(T) radial and 

the southern boundary would move 

from the 180°(T) radial to the 185°(T) 

radial. The 185°(T) radial would align 

with previously described area 

modifications, while the proposed 

310°(T) boundary would extend the 

4,000-foot Class B floor slightly 

northward (into the current Area I) to 

provide separation from the STAAV 

departure procedure. 

Area I. The floor of Area I would 

remain at 4,500 feet MSL, but a small 

segment in the southern corner of Area 

I would be transferred into Area H (with 

its 4,000-foot MSL floor) as described 

above. 

Area J, Area K, Area L, Area M and 

Area N. The only change to these areas 

would be raising the ceiling from 9,000 

feet MSL to 10,000 feet MSL. 

Area O. The floor of Area O would be 

lowered to 7,000 feet MSL instead of the 

current 8,000 feet MSL. In addition, the 

boundaries would be realigned between 

the 22 and 25 mile arcs from the 046°(T) 

radial clockwise to the 083°(T) radial. 

These changes would ensure 

containment of arrivals executing the 

Runway 25L ILS approach, the GRNPA 

RNAV Arrival and aircraft being 

vectored from the east to land on 

Runways 19L and 19R. 

Area P. This would be a new subarea 

with a floor of 8,000 feet MSL. It would 

extend from the 060°(T) radial 

clockwise to the 115°(T) radial and 

bounded on the east by the 30-mile arc 

and on the west by the modified Areas 

D and O. Area P would provide 

containment for four RNAV arrival 

procedures. 

Area Q. This would be a new subarea 

with a floor of 8,000 feet MSL. It would 

lie between the 15 and 20 mile arcs from 

the 132°(T) radial clockwise to the 

185°(T) radial. It would consist of 

airspace currently in the eastern half of 

Area F. Area Q would contain aircraft 

being vectored from the southeast to a 

point where they are turned north for a 

straight-in approach. 

Area R. Area R would be a new 

subarea with a floor of 8,000 feet MSL. 

It would expand Class B airspace from 

the 20 mile arc out to the 23 mile arc, 

between the 188°(T) radial clockwise to 

the 225°(T) radial. Area R would ensure 

containment of aircraft being vectored 

for the ILS Runway 1L approach. 

Area S. Area S would be a new area 

with a floor of 7,000 feet MSL. It would 

be located southeast of LAS between the 

15 and 27 mile arcs and between the 

115°(T) and 132°(T) radials. The area is 

required to ensure containment of 

operational procedures into LAS. 

Area T. Area T would be a new area 

with a floor of 5,500 feet MSL. The area 

would lie west of LAS between the 8 

and 10 mile arcs, and the 255°(T) and 

the 295°(T) radials. The area would be 

created from a portion of the existing 

Area G. This area was derived from Ad 

Hoc Committee discussions proposing 

to raise the floor of the Class B west of 

LAS to at least 5,500 feet MSL to 

provide additional airspace for terrain 

clearance and flight above populated 

areas for general aviation operations. 

In addition to the above, this action 

updates the McCarran International 

Airport reference point (ARP); the 

Henderson Executive Airport name and 

ARP; and the North Las Vegas Airport 

name and ARP to reflect the current 

information in the FAA’s National 

Airspace System Resource database. 

Class B airspace areas are published 

in paragraph 3000 of FAA Order 

7400.9W, dated August 8, 2012 and 

effective September 15, 2012, which is 

incorporated by reference in 14 CFR 

71.1. The Class B airspace area proposed 

in this document would be published 

subsequently in the Order. 


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Federal Register / Vol. 77, No. 208 / Friday, October 26, 2012 / Proposed Rules 65337 

Environmental Review 

This proposal is subject to an 

environmental analysis in accordance 

with FAA Order 1050.1E, 

‘‘Environmental Impacts: Policies and 

Procedures’’ prior to any FAA final 

regulatory action. 

Paperwork Reduction Act 

The Paperwork Reduction Act of 1995 

(44 U.S.C. 3507(d)) requires that the 

FAA consider the impact of paperwork 

and other information collection 

burdens imposed on the public. We 

have determined that there is no new 

information collection requirement 

associated with this proposed rule. 

Regulatory Evaluation Summary 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 and 

Executive Order 13563 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 (Pub. L. 96–354) requires 

agencies to analyze the economic 

impact of regulatory changes on small 

entities. Third, the Trade Agreements 

Act (Pub. L. 96–39) prohibits agencies 

from setting standards that create 

unnecessary obstacles to the foreign 

commerce of the United States. In 

developing U.S. standards, the Trade 

Act requires agencies to consider 

international standards and, where 

appropriate, that they 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 with base year of 1995). 

This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this proposed rule. 

Department of Transportation Order 

DOT 2100.5 prescribes policies and 

procedures for simplification, analysis, 

and review of regulations. If the 

expected cost impact is so minimal that 

a proposed or final rule does not 

warrant a full evaluation, this order 

permits that a statement to that effect 

and the basis for it be included in the 

preamble if a full regulatory evaluation 

of the cost and benefits is not prepared. 

Such a determination has been made for 

this proposed rule. The reasoning for 

this determination follows: 

This action proposes to modify the 

Las Vegas, NV, Class B airspace area to 

ensure the containment of large turbinepowered aircraft within Class B 

airspace, reduce controller workload 

and reduce the potential for midair 

collision in the Las Vegas terminal area. 

The proposal would modify the original 

subareas, add new subareas and raise 

the ceiling of the entire Class B airspace 

from 9,000 feet MSL to 10,000 feet MSL. 

The proposed restructuring would 

result in safety benefits and increased 

operational efficiencies. This rule would 

enhance safety by reducing the number 

of Class B excursions and consequently 

reducing air traffic controller workload 

and radio frequency congestion. By 

expanding the Class B area where 

aircraft are subject to certain operating 

rules and equipment requirements it 

would also reduce the potential for 

midair collisions and could reduce 

TCAS advisories by as much as 25%. 

The proposed modification of the Class 

B airspace would provide operational 

advantages as well, such as allowing 

more airspace for controllers to 

accomplish sequencing and reducing 

the need for controllers to vector LAS 

arrivals and departures to avoid 

nonparticipating traffic. 

The FAA expects some operational 

efficiencies from the larger Class B 

airspace offset slightly by possible VFR 

reroutings resulting in minimal cost 

overall, would not require updating of 

materials outside the normal update 

cycle, and would not require rerouting 

of IFR traffic. The redefined Class B 

airspace might possibly cause some VFR 

traffic to travel alternative routes which 

are not expected to be appreciably 

longer than with the current airspace 

design. 

The expected outcome would be a 

minimal impact with positive net 

benefits, and a regulatory evaluation 

was not prepared. The FAA requests 

comments with supporting justification 

about the FAA determination of 

minimal impact. 

FAA has, therefore, determined that 

this proposed rule is not a ‘‘significant 

regulatory action’’ as defined in section 

3(f) of Executive Order 12866, and is not 

‘‘significant’’ as defined in DOT’s 

Regulatory Policies and Procedures. 

Regulatory Flexibility Determination 

The Regulatory Flexibility Act of 1980 

(Pub. L. 96–354) (RFA) establishes ‘‘as a 

principle of regulatory issuance that 

agencies shall endeavor, consistent with 

the objectives of the rule and of 

applicable statutes, to fit regulatory and 

informational requirements to the scale 

of the businesses, organizations, and 

governmental jurisdictions subject to 

regulation. To achieve this principle, 

agencies are required to solicit and 

consider flexible regulatory proposals 

and to explain the rationale for their 

actions to assure that such proposals are 

given serious consideration.’’ The RFA 

covers a wide-range of small entities, 

including small businesses, not-forprofit organizations, and small 

governmental jurisdictions. 

Agencies must perform a review to 

determine whether a rule will have a 

significant economic impact on a 

substantial number of small entities. If 

the agency determines that it will, the 

agency must prepare a regulatory 

flexibility analysis as described in the 

RFA. 

However, if an agency determines that 

a rule is not expected to have a 

significant economic impact on a 

substantial number of small entities, 

section 605(b) of the RFA 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. 

The proposed rule is expected to 

improve safety and efficiency by 

redefining Class B airspace boundaries 

and would impose only minimal costs 

because it would not require rerouting 

of IFR traffic, could possibly cause some 

VFR traffic to travel alternative routes 

that are not expected to be appreciably 

longer than with the current airspace 

design, and would not require updating 

of materials outside the normal update 

cycle. Therefore, the expected outcome 

would be a minimal economic impact 

on small entities affected by this 

rulemaking action. Therefore, the FAA 

certifies this proposed rule, if 

promulgated, would not have a 

significant impact on a substantial 

number of small entities. The FAA 

solicits comments regarding this 

determination. Specifically, the FAA 

requests comments on whether the 

proposed rule creates any specific 

compliance costs unique to small 

entities. Please provide detailed 

economic analysis to support any cost 

claims. The FAA also invites comments 

regarding other small entity concerns 

with respect to the proposed rule. 

International Trade Impact Assessment 

The Trade Agreements Act of 1979 

(Pub. L. 96–39), as amended by the 

Uruguay Round Agreements Act (Pub. 

L. 103–465), prohibits Federal agencies 

from establishing standards or engaging 

in related activities that create 

unnecessary obstacles to the foreign 

commerce of the United States. 

Pursuant to these Acts, the 


emcdonald on DSK67QTVN1PROD with PROPOSALS
65338 Federal Register / Vol. 77, No. 208 / Friday, October 26, 2012 / Proposed Rules 

establishment of standards is not 

considered an unnecessary obstacle to 

the foreign commerce of the United 

States, so long as the standard has a 

legitimate domestic objective, such the 

protection of safety, and does not 

operate in a manner that excludes 

imports that meet this objective. The 

statute also requires consideration of 

international standards and, where 

appropriate, that they be the basis for 

U.S. standards. The FAA has assessed 

the potential effect of this proposed rule 

and determined that it would have only 

a domestic impact and therefore no 

effect on international trade. 

Unfunded Mandates Assessment 

Title II of the Unfunded Mandates 

Reform Act of 1995 (Pub. L. 104–4) 

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 (in 

1995 dollars) 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.’’ The FAA currently 

uses an inflation-adjusted value of 

$143.1 million in lieu of $100 million. 

This proposed rule does not contain 

such a mandate; therefore, the 

requirements of Title II of the Act do not 

apply. 

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 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 Federal Aviation 

Administration Order 7400.9W, 

Airspace Designations and Reporting 

Points, dated August 8, 2012, and 

effective September 15, 2012, is 

amended as follows: 

Paragraph 3000 Subpart B-Class B Airspace 

* * * * * 

AWP NV B Las Vegas, NV 

McCarran International Airport (Primary 

Airport) 

(Lat. 36°04′48′′ N., long. 115°09′08′′ W.) 

Las Vegas VORTAC 

(Lat. 36°04′47′′ N., long. 115°09′35′′ W.) 

Henderson Executive Airport 

(Lat. 35°58′22′′ N., long. 115°08′04′′ W.) 

North Las Vegas Airport 

(Lat. 36°12′39′′ N., long. 115°11′40′′ W.) 

Boundaries. 

Area A. That airspace extending upward 

from the surface to and including 10,000 feet 

MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 020°(T)/ 

005°(M) radial at 15 DME (Lat. 36°18′54′′ N., 

long. 115°03′14′′ W.); thence along a line 

direct to the Las Vegas VORTAC 033°(T)/ 

018°(M) radial at 20 DME (Lat. 36°21′34′′ N., 

long. 114°56′06′′ W.); thence northeast along 

that radial to the 25 DME point (Lat. 

36°25′46′′ N., long. 114°52′43′′ W.); thence 

clockwise along the 25 DME arc to the Las 

Vegas VORTAC 046°(T)/031°(M) radial (Lat. 

36°22′08′′ N., long. 114°47′19′′ W.); thence 

southwest along that radial, to the 10 DME 

point (Lat. 36°11′44′′ N., long. 115°00′42′′ W.); 

thence clockwise along the 10 DME arc to the 

Las Vegas VORTAC 119°(T)/104°(M) radial 

(Lat. 35°59′55′′ N., long. 114°58′49′′ W.); 

thence west along a line direct to the Las 

Vegas VORTAC 185°(T)/170°(M) radial at 4.4 

DME (Lat. 36°00′24′′ N., long. 115°10′04′′ W.); 

thence south along that radial to the 6 DME 

point (Lat. 35°58′48′′ N., long. 115°10′14′′ W.); 

thence clockwise along the 6 DME arc to (Lat. 

36°10′19′′ N., long. 115°12′29′′ W.); thence 

counterclockwise along the 2.4-mile radius 

arc of North Las Vegas Airport to Lat. 

36°12′04′′ N., long. 115°08′47′′ W.; thence 

north along the Las Vegas VORTAC 005°(T)/ 

350°(M) radial to 15 DME (Lat. 36°19′45′′ N., 

long. 115°07′58′′ W.); thence clockwise along 

the 15 DME arc to the point of beginning. 

Area B. That airspace extending upward 

from 4,500 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 046°(T)/ 

031°(M) radial at 10 DME, (Lat. 36°11′44′′ N., 

long 115°00′42′′ W.); thence northeast along 

that radial to 15 DME (Lat. 36°15′12′′ N., long. 

114°56′15′′ W.); thence clockwise along the 

15 DME arc to the Las Vegas VORTAC 

083°(T)/068°(M) radial (Lat. 36°06′35′′ N., 

long. 114°51′13′′ W.); thence east along that 

radial to 16 DME (Lat. 36°06′43′′ N., long. 

114°49′59′′ W.); thence clockwise along the 

16 DME arc to the Las Vegas VORTAC 

115°(T)/100°(M) radial (Lat. 35°57′59′′ N., 

long. 114°51′43′′ W.); thence northwest along 

that radial to 15 DME (Lat. 35°58′25′′ N., long. 

114°52′50′′ W.); thence clockwise along the 

15 DME arc to the Las Vegas VORTAC 

119°(T)/104°(M) radial (Lat. 35°57′29′′ N., 

long. 114°53′26′′ W.); thence northwest along 

that radial to 10 DME (Lat. 35°59′55′′ N., long. 

114°58′49′′ W.); thence counterclockwise 

along the 10 DME arc to the point of 

beginning. 

Area C. That airspace extending upward 

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

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 046°(T)/ 

031°(M) radial at 15 DME (Lat. 36°15′12′′ N., 

long. 114°56′15′′ W.); thence northeast along 

that radial to 22 DME (Lat. 36°20′04′′ N., long. 

114°50′00′′ W.); thence clockwise along the 

22 DME arc to the Las Vegas VORTAC 

083°(T)/068°(M) radial (Lat. 36°07′25′′ N., 

long. 114°42′38′′ W.); thence northwest along 

that radial to 15 DME (Lat. 36°06′35′′ N., long. 

114°51′13′′ W.); thence counterclockwise 

along the 15 DME arc to the point of 

beginning. 

Area D. That airspace extending upward 

from 6,500 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 083°(T)/ 

068°(M) radial at 16 DME (Lat. 36°06′43′′ N., 

long. 114°49′03′′ W.); thence northeast along 

that radial to 23 DME (Lat. 36°07′34′′ N., long. 

114°41′03′′ W.); thence clockwise along the 

23 DME arc to the Las Vegas VORTAC 

115°(T)/100°(M) radial (Lat. 35°55′26′′ N., 

long. 114°45′02′′ W.); thence west along that 

radial to 16 DME (Lat. 35°57′59′′ N., long. 

114°51′43′′ W.); thence counterclockwise 

along the 16 DME arc to the point of 

beginning. 

Area E. That airspace extending upward 

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

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 119°(T)/ 

104°(M) radial at 10 DME (Lat. 35°59′55′′ N., 

long. 114°58′49′′ W.); thence southeast along 

that radial to 15 DME (Lat. 35°57′29′′ N., long. 

114°53′26′′ W.); thence clockwise along the 

15 DME arc to the Las Vegas VORTAC 

185°(T)/170°(M) radial (Lat. 35°49′49′′ N., 

long. 115°11′12′′ W.); thence north along that 

radial to 10 DME (Lat. 35°54′48′′ N., long. 

115°10′40′′ W.); thence counterclockwise 

along the 10 DME arc to the point of 

beginning. 

Area F. That airspace extending upward 

from 7,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 185°(T)/ 

170°(M) radial at 15 DME (Lat. 35°49′49′′ N., 

long. 115°11′12′′ W.); thence south along that 

radial to 20 DME (Lat. 35°44′50′′ N., long. 

115°11′44′′ W.); thence clockwise along the 

20 DME arc to the Las Vegas VORTAC 

235°(T)/220°(M) (Lat. 35°53′16′′ N., long. 

115°29′45′′ W.); thence northeast along that 

radial to 15 DME (Lat. 35°56′09′′ N., long. 

115°24′43′′ W.); thence counterclockwise 

along the 15 DME arc to the point of 

beginning. 

Area G. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 119°(T)/ 

104°(M) radial at 10 DME (Lat. 35°59′55′′ N., 

long. 114°58′49′′ W.); thence clockwise along 

the 10 DME arc to the Las Vegas VORTAC 

185°(T)/170°(M) radial (Lat. 35°54′48′′ N., 

long. 115°10′40′′ W.); thence south along that 

radial to 15 DME (Lat. 35°49′49′′ N., long. 

115°11′12′′ W.); thence clockwise along the 

15 DME arc to the Las Vegas 240°(T)/225°(M) 

radial (Lat. 35°57′15′′ N., long. 115°25′35′′ 

W.); thence northeast along that radial to 10 

DME (Lat. 35°59′46′′ N., long. 115°20′16′′ W.); 

thence clockwise along the 10 DME arc to the 

Las Vegas VORTAC 255°(T)/240°(M) radial 

(Lat. 36°02′11′′ N., long. 115°21′30′′ W.); 

thence east along that radial to 8 DME (Lat. 

36°02′42′′ N., long. 115°19′07′′ W.); thence 

counterclockwise along, the 8 DME arc to the 

Las Vegas VORTAC 185°(T)/170°(M) radial 

(Lat. 35°56′48′′ N., long. 115°10′27′′ W.); 


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thence north along that radial to 4.4 DME 

(Lat. 36°00′24′′ N., long. 115°10′04′′ W.); 

thence east along, a line direct to the point 

of beginning. 

Area H. That airspace extending upward 

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

feet MSL within an area bounded by a line 

beginning at the Las Vegas 310°(T)/295°(M) 

radial at 8 DME (36°09′56′′ N., long. 

115°17′09′′ W.); thence southeast along that 

radial to 6 DME (Lat. 36°08′39′′ N., long. 

115°15′16′′ W.); thence counterclockwise 

along the 6 DME arc to the Las Vegas 

VORTAC 185°(T)/170°(M) radial (Lat. 

35°58′48′′ N., long. 115°10′14′′ W.); thence 

south along that radial to 8 DME (Lat. 

35°56′48′′ N., long. 115°10′27′′ W.); thence 

clockwise along the 8 DME arc to the point 

of beginning. 

Area I. That airspace extending upward 

from 4,500 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 310°(T)/ 

295°(M) radial at 6 DME (Lat. 36°08′39′′ N., 

long. 115°15′16′′ W.); thence northwest along 

that radial to 8 DME (Lat. 36°09′56′′ N., long. 

115°17′09′′ W.); thence counterclockwise 

along the 8 DME arc to the Las Vegas 

VORTAC 295°(T)/280°(M) radial (Lat. 

36°08′10′′ N., long. 115°18′32′′ W.); thence 

northwest along that radial to 10 DME (Lat. 

36°09′00′′ N., long. 115°20′47′′ W.); thence 

clockwise along the 10 DME arc to Lat. 

36°14′12′′ N., long.115°13′53′′ W.; thence 

northwest along U.S. Highway 95 to Lat. 

36°15′04′′ N., long. 115°14′28′′ W.; thence 

clockwise along the Las Vegas VORTAC 11 

DME arc to the Las Vegas VORTAC 005°(T)/ 

350°(M) radial (Lat. 36°15′45′′ N., long. 

115°08′24′′ W.); thence south along the Las 

Vegas VORTAC 005°(T)/350°(M) radial to 

Lat. 36°12′04′′ N., long. 115°08′47′′ W.; thence 

clockwise along the 2.4-mile radius arc of the 

North Las Vegas Airport to Lat. 36°10′19′′ N., 

long. 115°12′29′′ W.; thence counterclockwise 

along the Las Vegas VORTAC 6 DME arc to 

the point of beginning. 

Area J. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 005°(T)/ 

350°(M) radial at 11 DME (Lat. 36°15′45′′ N., 

long. 115°08′24′′ W.); thence north along that 

radial to 15 DME (Lat. 36°19′45′′ N., long. 

115°07′58′′ W.); thence counterclockwise 

along the 15 DME arc to U.S. Highway 95 

(Lat. 36°18′22′′ N., long. 115°17′31′′ W.); 

thence southeast along U.S. Highway 95 to 

the 11 DME arc (Lat. 36°15′04′′ N., long. 

115°14′28′′ W.); thence clockwise along the 

11 DME arc to the point of beginning. 

Area K. That airspace extending upward 

from 6,500 feet MSL to and including 10,000 

feet MSL within an area beginning at the 

intersection of U.S. Highway 95 and the Las 

Vegas VORTAC 15 DME arc (Lat. 36°18′22′′ 

N., long. 115°17′31′′ W.); thence northwest 

along U.S. Highway 95 to intersect the Las 

Vegas VORTAC 20 DME arc (Lat. 36°22′11′′ 

N., long. 115°21′49′′ W.); thence clockwise 

along the 20 DME arc to the Las Vegas 

VORTAC 033°(T)/018°(M) radial (Lat. 

36°21′34′′ N., long. 114°56′06′′ W.); thence via 

a line direct to the Las Vegas VORTAC 

020°(T)/005°(M) radial at 15 DME (Lat. 

36°18′54′′ N., long. 115°03′14′′ W.); thence 

counterclockwise along the 15 DME arc to 

the point of beginning. 

Area L. That airspace extending upward 

from 7,500 feet MSL to and including 10,000 

feet MSL bounded by a line beginning at the 

Las Vegas VORTAC 033°(T)/018°(M) radial at 

36 DME (Lat. 36°34′59′′ N., long. 114°45′15′′ 

W.); thence southwest along that radial to 20 

DME (Lat. 36°21′34′′ N., long. 114°56′06′′ W.); 

thence counterclockwise along the 20 DME 

arc to U.S. Highway 95 (Lat. 36°22′11′′ N., 

long. 115°21′49′′ W.); thence direct to the Las 

Vegas VORTAC 005°(T)/350°(M) radial at 36 

DME (Lat. 36°40′42′′ N., long. 115°05′41′′ W.); 

thence clockwise along the 36 DME arc to the 

point of beginning. 

Area M. That airspace extending upward 

from 5,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 033°(T)/ 

018°(M) radial at 30 DME (Lat. 36°29′57′′ N., 

long. 114°49′19′′ W.); thence clockwise along 

the 30 DME arc to the Las Vegas VORTAC 

046°(T)/031°(M) radial at 30 DME (Lat. 

36°25′36′′ N., long. 114°42′51′′ W.); thence 

southwest along that radial to 25 DME (Lat. 

36°22′08′′ N., long. 114°47′19′′ W.); thence 

counter clockwise along the 25 DME arc to 

the Las Vegas VORTAC 033°(T)/018°(M) 

radial (Lat. 36°25′46′′ N., long. 114°52′43′′ 

W.); thence northeast along that radial to the 

point of beginning. 

Area N. That airspace extending upward 

from 7,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 033°(T)/ 

018°(M) radial at 36 DME (Lat. 36°34′59′′ N., 

long. 114°45′15′′ W.); thence clockwise along 

the 36 DME arc to the Las Vegas VORTAC 

046°(T)/031°(M) radial at 36 DME (Lat. 

36°29′45′′ N., long. 114°37′28′′ W.); thence 

southwest along that radial to 30 DME (Lat. 

36°25′36′′ N., long. 114°42′51′′ W.); thence 

counterclockwise along the 30 DME arc to 

the Las Vegas VORTAC 033°(T)/018°(M) 

radial (Lat. 36°29′57′′ N., long. 114°49′19′′ 

W.); thence northeast along that radial to the 

point of beginning. 

Area O. That airspace extending upward 

from 7,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 046°(T)/ 

031°(M) radial at 25 DME (Lat. 36°22′08′′ N., 

long. 114°47′19′′ W.); thence clockwise along 

the 25 DME arc to the Las Vegas VORTAC 

083°(T)/068°(M) radial (Lat. 36°07′46′′ N., 

long. 114°38′57′′ W.); thence west along that 

radial to 22 DME (Lat. 36°07′25′′ N., long. 

114°42′38′′ W.); thence counterclockwise 

along the 22 DME arc to the Las Vegas 

VORTAC 046°(T)/031°(M) radial (Lat. 

36°20′04′′ N., long 114°50′00′′ W.); thence 

northeast along that radial to the point of 

beginning. 

Area P. That airspace extending upward 

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

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 060°(T)/ 

045°(M) radial at 25 DME (Lat. 36°17′ 15′′ N., 

long. 114°42′ 48′′ W.); thence northeast along 

that radial to 30 DME (Lat. 36°19′ 44′′ N., 

long. 114°37′ 26′′ W.); thence clockwise along 

the 30 DME arc to the Las Vegas VORTAC 

115°(T)/100°(M) radial (Lat. 35°52′ 00′′ N., 

long. 114° 36′ 08′′ W.); thence northwest 

along that radial to 23 DME (Lat. 35°54′ 51′′ 

N., long. 114°43′ 34′′ W.); thence 

counterclockwise along the 23 DME arc to 

the Las Vegas VORTAC 083°(T)/068°(M) 

radial (Lat. 36°07′ 25′′ N., long. 114°42′ 38′′ 

W.); thence east along that radial to 25 DME 

(Lat. 36°07′ 46′′ N., long. 114°38′ 57′′ W.); 

thence counterclockwise along the 25 DME 

arc to the point of beginning. 

Area Q. That airspace extending upward 

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

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 132°(T)/ 

117°(M) radial at 15 DME (Lat.35°54′ 43′′ N., 

long. 114°55′ 52′′ W.); thence southeast along 

that radial to 20 DME (Lat. 35°51′ 21′′ N., 

long. 114°51′ 18′′ W.); thence clockwise along 

the 20 DME arc to the Las Vegas VORTAC 

185°(T)/170°(M) radial (Lat. 35°44′ 50′′ N., 

long. 115°11′ 44′′ W.); thence north along that 

radial to 15 DME (Lat. 35°49′ 49′′ N., long. 

115°11′ 12′′ W.); thence counterclockwise 

along the 15 DME arc to the point of 

beginning. 

Area R. That airspace extending upward 

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

feet MSL within an area bounded by a line 

beginning at Las Vegas VORTAC 188°(T)/ 

173°(M) radial at 20 DME (Lat. 35°44′ 57′′ N., 

long. 115°13′ 00′′ W.); thence south along that 

radial to 23 DME (Lat. 35°41′ 58′′ N., long. 

115°13′ 31′′ W.); thence clockwise along the 

23 DME arc to the Las Vegas VORTAC 

225°(T)/210°(M) radial (Lat. 35°48′ 28′′ N., 

long. 115°29′ 35′′ W.); thence northeast along 

that radial to 20 DME (Lat. 35°50′ 36′′ N., 

long. 115°26′ 59′′ W.); thence 

counterclockwise along the 20 DME arc to 

the point of beginning. 

Area S. That airspace extending upward 

from 7,000 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 115°(T)/ 

100°(M) radial at 15 DME (Lat. 35°58′ 25′′ N., 

long. 114°52′ 50′′ W.); thence southeast along 

that radial to 27 DME (Lat. 35°53′ 18′′ N., 

long. 114°39′ 28′′ W.); thence clockwise along 

the 27 DME arc to the Las Vegas VORTAC 

132°(T)/117°(M) radial (Lat. 35°46′ 39′′ N., 

long. 114°44′ 56′′ W.); thence northwest along 

that radial to 15 DME (Lat. 35°54′ 43′′ N., 

long. 114°55′ 52′′ W.); thence 

counterclockwise along the 15 DME arc to 

the point of beginning. 

Area T. That airspace extending upward 

from 5,500 feet MSL to and including 10,000 

feet MSL within an area bounded by a line 

beginning at the Las Vegas VORTAC 255°(T)/ 

240°(M) radial at 8 DME (Lat. 36°02′ 42′′ N., 

long. 115°19′ 07′′ W.); thence west along that 

radial to 10 DME (Lat. 36°02′ 11′′ N., long. 

115°21′ 30′′ W.); thence clockwise along the 

10 DME arc to the Las Vegas VORTAC 

295°(T)/280°(M) radial (Lat. 36°09′ 00′′ N., 

long. 115°20′ 47′′ W.); thence southeast along 

that radial to 8 DME (Lat. 36°08′ 10′′ N., long. 

115°18′ 32′′ W.); thence counterclockwise 

along the 8 DME arc to the point of 

beginning. 

BILLING CODE 4910–13–P 


emcdonald on DSK67QTVN1PROD with PROPOSALS
65340 Federal Register / Vol. 77, No. 208 / Friday, October 26, 2012 / Proposed Rules 

Issued in Washington, DC, on October 11, 

2012. 

Gary A. Norek, 

Manager, Airspace Policy and ATC 

Procedures Group. 

[FR Doc. 2012–26335 Filed 10–25–12; 8:45 am] 

BILLING CODE 4910–13–C 

DEPARTMENT OF HEALTH AND 

HUMAN SERVICES 

Food and Drug Administration 

21 CFR Part 172 

[Docket No. FDA–2009–F–0303] 

Ajinomoto Co., Inc.; Filing of Food 

Additive Petition; Amendment 

AGENCY: Food and Drug Administration, 

HHS. 

ACTION: Notice of petition. 

SUMMARY: The Food and Drug 

Administration (FDA) is amending the 

filing notice for a food additive petition 

filed by Ajinomoto Co., Inc., to indicate 

that the petitioned additive, N-[N-[3-(3- 

hydroxy-4-methoxyphenyl) propyl-aaspartyl]-L-phenylalanine 1-methyl 

ester, monohydrate (proposed additive 

name Advantame, CAS Reg. No. 

714229–20–6), is for use as a nonnutritive sweetener and flavor enhancer 

in foods generally, except meat and 

poultry. The previous filing notice 

indicated that the proposed additive 

was for use as a non-nutritive sweetener 


emcdonald on DSK67QTVN1PROD with PROPOSALSEP26OC12.000</GPH>