43772 Federal Register / Vol. 78, No. 140 / Monday, July 22, 2013 / Rules and Regulations 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Inspections and Corrective 

Actions 

Except as provided by paragraph (h) of this 

AD, at the applicable time specified in table 

1 of paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Special Attention Service Bulletin 727–55– 

0094, dated March 21, 2012, do a detailed 

inspection for any cracking of the elevator 

rear spar stiffener assembly, and all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Special Attention Service Bulletin 

727–55–0094, dated March 21, 2012. Do all 

applicable corrective actions before further 

flight. Repeat the inspection thereafter at the 

applicable time specified in table 1 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Special Attention Service Bulletin 727–55– 

0094, dated March 21, 2012, except as 

provided by paragraph (j) of this AD. 

(h) Exception to the Service Information 

Where Boeing Special Attention Service 

Bulletin 727–55–0094, dated March 21, 2012, 

specifies a compliance time ‘‘from the 

original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(i) Optional Replacement 

Replacing the elevator rear spar stiffener 

assembly with a new assembly in accordance 

with Part 4 or 5, as applicable, of the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 727–55– 

0094, dated March 21, 2012, terminates the 

inspections required by paragraph (g) of this 

AD for that assembly, except as required by 

paragraph (j) of this AD. 

(j) Post-Replacement Inspection Compliance 

Time 

For any elevator rear spar stiffener 

assembly replaced as required by paragraph 

(g) of this AD or as specified in paragraph (i) 

of this AD: Do the next inspection required 

by paragraph (g) of this AD for that assembly 

within 96 months after accomplishing the 

replacement and repeat thereafter at the 

times specified in paragraph (g) of this AD. 

(k) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(l) Related Information 

For more information about this AD, 

contact Berhane Alazar, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6577; fax: 425–917–6590; 

email: berhane.alazar@faa.gov. 

(m) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Special Attention Service 

Bulletin 727–55–0094, dated March 21, 2012. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. 

(4) You may view this service information 

at FAA, FAA, Transport Airplane Directorate, 

1601 Lind Avenue SW., Renton, WA. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http:// 

www.archives.gov/federal-register/cfr/ibrlocations.html. 

Issued in Renton, Washington, on June 21, 

2013. 

Jeffrey E. Duven, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2013–16930 Filed 7–19–13; 8:45 am] 

BILLING CODE 4910–13–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 

Modification of Class B Airspace; Las 

Vegas, NV 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action modifies the Las 

Vegas, NV, Class B airspace area to 

ensure the containment of large turbinepowered aircraft within Class B 

airspace, reduce air traffic controller 

workload, and reduce the potential for 

midair collision in the Las Vegas, NV, 

terminal area. 

DATES: Effective Date: 0901 UTC, August 

22, 2013. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR part 51, 

subject to the annual revision of FAA 

Order 7400.9 and publication of 

conforming amendments. 

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: 

History 

On October 26, 2012, the FAA 

published in the Federal Register a 

notice of proposed rulemaking (NPRM) 

to modify the Las Vegas, NV, Class B 

airspace area (77 FR 65332). Interested 

parties were invited to participate in 

this rulemaking effort by submitting 

written comments on the proposal. 

By letter dated December 7, 2012, the 

Aircraft Owners and Pilots Association 

(AOPA) requested that the FAA extend 

the comment period for at least 30 days. 

AOPA stated that the original comment 

period encompassed two Federal 

holiday periods and that no comments 

had been posted to the docket as of the 

date of their letter. The FAA determined 

that reopening of the comment period 

was consistent with the public interest. 

On January 14, 2013, the FAA published 

in the Federal Register a notice 

reopening the comment period until 

February 13, 2013 (78 FR 2646). 

The Aircraft Owners and Pilots 

Association (AOPA) and six individuals 

responded to the NPRM comment 

periods. The FAA considered all 


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comments received before making a 

determination on this final rule. 

Discussion of Comments 

Increasing the Class B Ceiling From 

9,000 Feet MSL to 10,000 Feet MSL 

AOPA commented that the higher 

ceiling would decrease Visual Flight 

Rules (VFR) pilots’ ability to overfly the 

Class B airspace thus requiring them to 

circumnavigate the area. 

The FAA acknowledges AOPA’s 

concern, but believes the impact to 

general aviation to be minimal. With the 

9,000-foot ceiling, in order to transition 

the Class B, general aviation pilots on 

westerly headings must: Receive 

clearance through Class B airspace; 

climb to 10,500 feet and overfly Class B; 

or circumnavigate the area. Raising the 

ceiling to 10,000 feet will only affect 

flights on easterly headings that prior to 

this rule overflew the airspace at 9,500 

feet. If the pilot does not obtain Class B 

services at 9,500 feet, the aircraft can 

still overfly Class B at 11,500 feet or 

circumnavigate as they did previously. 

AOPA also disagreed with the FAA’s 

position that the higher ceiling is 

needed to reduce the number of Traffic 

Alert and Collision Avoidance System 

(TCAS) alerts between Las Vegas 

arrivals and aircraft transiting on VOR 

Federal airways V–21 and V–394. 

Instead, AOPA suggested that the Class 

B ceiling be raised only where needed, 

or that routes available for transition on 

those airways be altered. 

The 9,000-foot MSL ceiling allows 

overflight of the Class B at 9,500 feet 

MSL. The FAA provided data during the 

development of Class B airspace 

modification that clearly identifies 

conflicts between the two airways and 

the arrival/departure procedures 

utilized at Las Vegas. If a general 

aviation aircraft is operating on the 

airway at 9,500 feet, and not 

communicating with ATC, the 

controller must take action to avoid any 

conflicts. Furthermore, when the 

controller has to stop an aircraft arrival 

above the VFR aircraft, the arrival 

aircraft has to come off its profile 

descent. This is also critical when a 

westbound departure’s climb must be 

stopped below a VFR aircraft at 9,500 

feet, or the departure must be vectored 

to avoid the nonparticipating traffic. 

The Minimum Vectoring Altitude 

(MVA) in this area is 10,000 feet MSL. 

The controller must then vector the 

aircraft around the V–394 traffic to gain 

altitude before directing the departure 

aircraft to resume its own navigation. 

Raising the ceiling to 10,000 feet MSL 

will allow profile descents to continue 

unimpeded, or allow ATC to approve 

and separate V–394 traffic from the 

profile descent aircraft. Departure 

procedures will also benefit from the 

higher ceiling. 

Regarding the suggestion to raise the 

Class B ceiling only in selected areas, 

the Ad Hoc Committee considered that 

alternative and opined that raising the 

ceiling in that manner will add 

complexity to the airspace design. The 

FAA agrees to investigate alternative 

transitions through Class B for VFR 

aircraft. This was also discussed at 

length during the Ad Hoc Committee 

meetings. However, the FAA believes 

the Class B airspace must be modified 

first to fully evaluate transition routes. 

AOPA questioned the FAA’s 

statement in the NPRM that the 

increased ceiling height would provide 

more airspace for controllers to 

accomplish sequencing, later 

application of speed control, and would 

make the airspace easier for VFR pilots 

to identify. AOPA believes such an 

expansion of Class B airspace 

substantially would decrease flexibility, 

efficiency, and safety for general 

aviation aircraft operating outside of the 

Class B boundaries. Piston powered 

aircraft are significantly impacted by 

density altitude constraints. Any 

increase to the Las Vegas Class B ceiling 

height will limit the number of aircraft 

able to climb over the Class B, and will 

substantially increase the time, expense, 

and fuel required in doing so. 

The FAA understands the Class B 

modifications will have impact on all 

users of the airspace, but we strive to 

minimize the impacts as much as 

possible. This policy was followed 

throughout the entire modernization 

process, and overall, the FAA believes 

that raising the ceiling from 9,000 feet 

MSL to 10,000 feet MSL has the least 

impact. 

Another commenter claimed that the 

FAA chose to ignore advice from the Ad 

Hoc Committee regarding general 

aviation access to the airspace between 

9,000 and 10,000 feet. 

The Ad Hoc Committee could not 

reach consensus on the ceiling height 

issue. An Ad Hoc Committee meeting 

was held specifically to discuss the 

ceiling height, and after much 

discussion, four of the seven members 

voted to raise the ceiling. It was 

therefore submitted as a Committee 

recommendation to raise the ceiling to 

10,000 feet. 

One commenter stated that increasing 

the Class B ceiling to 10,000 MSL limits 

Sport Pilot operations transitioning the 

Las Vegas Valley, in that Sport pilots 

would be forced to fly low around the 

edges of the lower Class B shelves and 

closer to hazardous mountainous 

terrain. 

Considering that the primary purpose 

of Class B airspace is to reduce the 

potential for midair collisions, the FAA 

acknowledges that under this rule, there 

will be some impact to airspace users. 

Title 14 CFR parts 61 and 91 provide 

guidance for sport pilots. Section 61.315 

limits sport aircraft operations to a 

maximum of 10,000 feet MSL or 2,000 

feet AGL, which ever is higher. Under 

that limitation, those sport pilot flights 

that transition today from the northeast 

to the southwest are already required to 

transition the area either by requesting 

Class B clearance or circumnavigating 

the Class B. Therefore, the effect of 

raising the ceiling from 9,000 to 10,000 

feet MSL will only impact those who 

previously flew over the Class B 

airspace at 9,500 feet MSL from west to 

east. 

One commenter stated that the Class 

B airspace configuration should not 

cause the surrounding air traffic to be 

put in greater danger of collision with 

each other and the terrain. The 

commenter added that, when departing 

south, southwest, and west, especially 

at night, terrain clearance under area G 

is inadequate. The commenter 

maintained that, even with Class B 

clearance, controllers tend to keep a 

pilot too low. The commenter said that 

trying to accommodate all possible 

approaches and departures within Class 

B airspace should not be at the expense 

of real safety concerns. 

The FAA disagrees. On the contrary, 

the issue of raising the ceiling and any 

added risks that might be introduced by 

such action was thoroughly discussed 

during ad hoc committee and the public 

informal airspace meetings. The floor of 

Area G remains unchanged at 5,000 feet 

MSL. The FAA’s proposal to modify 

Class B is driven by safety concerns 

about the potential for a midair collision 

if changes are not made in the Las Vegas 

Valley. Data has shown that if the 

airspace is modified as was proposed, 

the potential of a midair collision is 

reduced. FAA directives require that 

instrument procedures be contained 

within Class B airspace for the very 

purpose of reducing that potential. The 

FAA agrees that an added level of safety 

can be achieved by developing VFR 

transition routes in and around the 

valley, however such routes cannot be 

designed until the final Class B airspace 

configuration is determined. 

Need for Transition Routes or Corridors 

Through the Las Vegas Valley 

AOPA requested the establishment of 

a VFR transition route to allow easier 

access through the Class B, adding that 


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the route should be located to allow 

routine and consistent availability. 

The FAA agrees and has taken action 

outside the scope of this rulemaking 

action to develop transition routes 

through the valley. After the Class B 

airspace modifications are complete, the 

FAA will be able to better evaluate 

possible transition routes. 

A commenter contended that the FAA 

failed to add RNAV terminal routes as 

requested by stakeholders. 

The FAA disagrees. With any major 

airspace change, a baseline must be 

provided before specific routings can be 

determined. This is especially true in 

the Las Vegas Valley with its many 

constraints of terrain, close airport 

proximity, and special use airspace. In 

the case of this airspace modification 

project and its many challenges, all 

routes could not be developed prior to 

final airspace approval. One of the 

earliest challenges preventing us from 

developing the routes was that the Class 

B is too compressed to handle the traffic 

volume. While the above constraints 

limit the available options for 

establishing terminal routings, we will 

be able to further examine the issue 

once the Class B modification takes 

effect. 

A commenter raised concerns about 

Area F and Area G (near Cottonwood 

Pass and Columbia Pass). Expanding 

Area G farther northwest at 5,000 feet 

MSL, and lowering the altitude of Area 

F to 7,000 feet MSL constricts VFR 

traffic that are transitioning southwest 

from North Las Vegas airport and 

attempting to remain clear of the LAS 

Class B and the mountainous terrain. 

Accidents have occurred in that area 

when ATC was unable to service VFR 

transitions through the Class B and 

aircraft were instructed to ‘‘remain clear 

of Class B,’’ especially at night. The 

lower Area F floor also condenses the 

airspace available for flight training. 

The FAA understands that 

modifications in this area will impact 

general aviation and has met several 

times with local general aviation users 

to mitigate some of that impact. 

Previously, the LAS Class B did not 

fully contain instrument procedures in 

Class B airspace, in particular Area F. 

This particular area is heavily used for 

instrument operations at McCarran 

International Airport and by the Jean 

Airport glider community. It has been 

identified as a high risk potential for a 

midair collision. This is one area where 

the FAA needs to reduce that potential 

by developing transition routes. In its 

preliminary design, the FAA proposed 

to lower the floor of Area F to 6,000 feet 

MSL. The Ad Hoc Committee 

recommended the floor be set at 7,500 

feet MSL. The FAA determined that the 

floor could be raised to 7,000 feet MSL 

but could not be raised any higher in 

order to contain the ILS approach 

serving Runway 1L at Las Vegas 

McCarran. 

Complexity of the Class B Design 

A commenter wrote that the FAA 

failed to accept an ad hoc committee 

recommendation to harmonize most 

area boundaries. 

On the contrary, the FAA worked 

closely with the Ad Hoc Committee to 

adjust subarea boundaries to make the 

design as accommodating as possible for 

other users of the airspace. FAA Class 

B airspace design guidance calls for 

simplification of the airspace area 

configuration, and that the area must be 

designed to contain all instrument 

procedures within Class B airspace. 

However, the unique geography of the 

Las Vegas Valley, combined with the 

close proximity of several busy airports 

and special use airspace, created 

challenges in designing a Class B 

airspace area that fully meets both the 

simplification and containment 

requirements. 

The FAA accepted most of the Ad 

Hoc Committee recommendations; 

however, not all recommendations 

could be fully adopted due to the 

requirement to contain instrument 

procedures within Class B airspace. The 

design of some areas, such as Area F 

and Area O, was determined by the 

configuration of instrument approach 

procedures into LAS and the need to 

contain those procedures within Class B 

airspace. As examples, Area C 

experienced a high Class B excursion 

rate for aircraft landing from the east 

and the Ad Hoc Committee agreed with 

lowering that floor. On the left 

downwind to Runway 25, ATC is 

required to have the aircraft in position 

to intercept the ILS glideslope at or 

below the glideslope altitude of 5,000 

feet MSL. The eastbound profiles for the 

procedures previously kept aircraft 

contained in Class B to 6,000 feet MSL. 

By slightly aligning the boundaries of 

Areas A, B, and E, the FAA was able to 

capture the flight tracks within the Class 

B surface area. However, Area S was 

designed to contain instrument 

procedures and the holding pattern at 

the Boulder City VOR in the Class B. 

This precluded the use of a common 

boundary to define Areas B, D, P and S. 

A more detailed discussion of the Ad 

Hoc Committee’s recommendations for 

the design of various Class B subareas, 

and the FAA’s responses, can be found 

in the NPRM. 

Amendment of Area Floors 

A commenter stated that the Las 

Vegas Class B airspace is already 

complicated, even for a skilled pilot 

familiar with the Las Vegas area. The 

airspace changes make it impossible to 

navigate for a less experienced VFR 

pilot new to Las Vegas airspace, 

especially in reduced visibility; and 

these changes make the airspace 

available only to IFR operations. The 

commenter contended that the proposed 

design creates various hazards for 

general aviation aircraft operating in the 

area. As a solution, the commenter 

suggested raising the floors of Areas C, 

F and O. 

The floor of Area F is needed to 

contain approaches into LAS and 

cannot be raised. Area C has shown a 

high Class B excursion rate for aircraft 

landing from the east, and the ad hoc 

committee agreed to lower its floor. 

Area O also is designed to contain 

procedures. 

Another commenter asked if a 7,000 

foot MSL floor in Area F is needed for 

the ILS Runway 1L approach to LAS, or 

if the portion of Area F can kept at 8,000 

feet MSL northwest, of and aligned with 

the 210R (M), proposed for Area R. The 

commenter said this would allow 

greater terrain clearance for VFR 

departures from the valley to the 

southwest along the Cottonwood and 

Columbia passes. 

Area F was carefully considered in 

the airspace design phase, and several 

revisions were made prior to the design 

submitted for rulemaking. The FAA 

attempted to keep Area F aligned as 

much as feasible to simplify the design 

for the general aviation user. In 

discussion with local soaring club users 

at Jean Airport, Areas F and R were 

again re-defined, offering some relief to 

the impact that lowering the floor of 

Area F and adding the new Area R 

would have on their operation. 

The commenter added that raising the 

floor of Class B for Area T is good for 

terrain avoidance for aircraft 

transitioning from KVGT to KHND and 

0L7 (Jean Airport). However, the 

commenter believed it creates potential 

airspace violations for aircraft to 

descend back below 4,500 feet 

northbound or 5,000 feet southbound. 

The commenter suggested that the Area 

T boundaries be aligned with the 

proposed 255° radial (M) of Area G and 

with the Area I 280° radial (M). 

Area T was derived from Ad Hoc 

Committee discussions proposing to 

raise the Class B floor west of LAS to at 

least 5,500 feet MSL to provide 

additional terrain clearance. However, 

the northern boundary of Area T could 


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not be extended further due to 

interference with the STAAV Departure 

Procedure. Similarly, the southern Area 

T boundary could not be extended 

further into Area G because that 

airspace is needed to contain aircraft 

descending for the ILS Runway 25L and 

25R approaches and to contain the 

SHEAD departure procedure. 

A commenter said that lowering the 

floor of Area F and creating the new 

Area R makes the VFR Rocks Route 

more challenging when flying north into 

KVGT. The commenter suggested that 

the floor of Area I be raised from 4,500 

to 5,000 feet to accommodate southwest 

departures from KVGT. Currently 

departures from KVGT are limited to 

under 4,500 feet and less than 200 

degrees heading forcing steep climbs 

after exiting the Class B to get over 

southbound terrain which rises to 

7,000–8,000 feet. Another commenter 

who regularly departs/arrives KHND to 

the southwest calls the proposed 

lowering of Area F floor from 8,000 to 

7,000 feet unacceptable. He said that to 

clear the sharply rising terrain now, he 

flies as close as possible to the 5,000′ 

floor, and starts an aggressive climb the 

moment he’s clear of that restriction and 

then continues climbing typically to 

10,500 feet, just avoiding the 8,000′ 

floor. He said the onboard terrain 

warning often alerts during this 

departure. He stated that the return trip 

is similar and he sets the onboard 

terrain warning to 7,400 feet to clear the 

mountains between Sky Ranch and 

Goodsprings. He said that the 7,000′ 

floor will eliminate his primary 

corridor. He expressed similar concerns 

about the new subareas P and S. 

The FAA, in collaboration with the 

Ad Hoc Committee, mitigated the 

impact of Areas F and R on general 

aviation users. Area F is amended, and 

Area R is added, to support a straightin segment to the ILS 1L approach and 

the development of RNAV GPS/RNP 

approaches to Runways 1L and 1R. 

These areas are procedure criteria 

driven, and their base altitudes are the 

highest possible to meet that criteria. In 

an effort to further mitigate the impact 

of lowering the floors of these areas, we 

are going to establish VFR transition 

routes to assist in clearing terrain and 

segregating from these approach 

procedures, however this will be a 

separate project outside the scope of the 

Class B modification rule. 

A commenter wrote that eastbound 

departures and westbound arrivals into 

KVGT are more challenging due to 

lowered floors in areas C, D, O and P, 

and being squeezed between Nellis AFB 

and McCarran traffic, and challenging 

terrain. This commenter added that high 

terrain allows little room to maneuver 

and avoid sudden changes in fast 

moving aircraft operating in/out of 

Nellis AFB. The commenter believes 

that changes present significant safety 

issues for general aviation traffic 

departing and arriving into KVGT 

during the day, with unacceptable risks 

at night. The commenter contended that 

this will discourage general aviation 

fight operations into KVGT for servicing 

such as Lone Mountain Aviation. 

The FAA understands the need for 

relief from terrain and other airspace 

constraints and will evaluate all areas in 

the Las Vegas Valley where VFR 

transition routes would assist pilots and 

controllers in conducting traffic 

management in and out of KVGT. The 

FAA disagrees with the second half of 

this comment. Safety protocols are 

available to the general aviation user by 

the use of suggested VFR flyways 

identified on the Flyway Chart if the 

pilot chooses not to request Class B 

services. 

One commenter proposed that 

published instrument procedures be 

altered to contain them within the Class 

B rather than expanding the airspace. 

The FAA assesses the feasibility of 

amending existing routes and 

procedures prior to requesting an 

airspace modification. Instrument 

procedures are designed based on 

standard criteria to ensure safe flight. 

These criteria include factors such as 

flyability, obstruction clearance, 

navigation aid guidance parameters, etc. 

Little leeway is available to alter the 

design criteria. In the case of various 

procedures serving LAS, the design 

criteria preclude altering the procedures 

to remain within the existing Class B 

airspace. As discussed above, FAA 

directives require that all instrument 

procedures be contained within Class B 

airspace in order to reduce the potential 

for midair collisions in the terminal 

area. Since aircraft are currently exiting 

the Class B while flying the procedures, 

it is necessary to amend the airspace to 

contain those aircraft. 

Denial of Class B Services to VFR 

Aircraft 

Three commenters stated that VFR 

aircraft are regularly denied entry into 

the Las Vegas Class B airspace area. 

Consequently, VFR pilots are required 

to fly around, under or above the Class 

B. 

Class B service for VFR aircraft is an 

‘‘additional service’’ that ATC provides, 

subject to certain limitations. Higher 

priority duties (such as preventing 

collision between aircraft operating in 

the system) and other circumstances 

may prevent the provision of additional 

services at certain times. Recognizing 

the above conditions, the provision of 

additional services is not optional on 

the part of the controller, but rather is 

required when the work situation 

permits. Therefore, the decision to 

approve or deny requests from VFR 

pilots to operate in Class B airspace is 

based on controller workload, 

operational limitations and traffic 

conditions. 

With the above guidelines in mind, 

VFR access to Las Vegas Class B 

airspace is limited by numerous factors. 

The runway configurations and IFR 

departure and arrival routings to each of 

the four current configurations at LAS 

preclude a standard for approving Class 

B transitions. In two of the four 

configurations, the potential to 

transition over the top of LAS is not 

available due to departure and arrival 

procedures and this option in the other 

two configurations is based solely on 

sector capacity and IFR overflight 

traffic. Transitions at higher altitudes 

(6,500 to 9,500 ft.) again are based on 

traffic volume from the west and 

southwest routes. Furthermore, the 

proximity of HND to the Runway 1L/R 

final approach courses and Runway 19 

L/R departure courses impacts ATC 

ability to provide Class B service during 

times of moderate to heavy arrival or 

departure demand. The same applies 

with the proximity of VGT to the 

Runway 19L/R final approach courses 

and the Runway 1L/R departure 

courses. The FAA concurs that the few 

available VFR charted routings are 

insufficient to cover every aspect of the 

LAS operation. With the 

implementation of the new Class B, 

FAA has committed to meet with the 

community and user groups to develop 

additional charted VFR transition routes 

through the airspace. These routes will 

be built based on GPS technology and, 

in many cases, be configuration specific 

to meet the needs of the users and ATC. 

NPRM Class B Chart 

One person noted that the chart 

published with the NPRM appeared to 

show two Area T’s. On that chart, the 

letter designator for the area around 

North Las Vegas Airport (Area I) did not 

print clearly and appeared to be a ‘‘T.’’ 

This has been corrected in the chart 

attached to this rule. The individual 

descriptions of Areas I and T as 

published in the NPRM are correct. 

Differences From the NPRM 

Minor corrections to the latitude/ 

longitude coordinates have been added 

in the description of Areas D,G, I and P. 

This is the result of more accurate 

digital plotting of the airspace. 


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The Rule 

The FAA is amending Title 14 of the 

Code of Federal Regulations (14 CFR) 

part 71 by modifying the Las Vegas, NV, 

Class B airspace area. This action 

(depicted on the chart in Figure 1— 

Modification of the Las Vegas, NV Class 

B Airspace Area) modifies the lateral 

and vertical limits of the Class B 

airspace to ensure the containment of 

large turbine-powered aircraft and 

enhance safety in the Las Vegas terminal 

area. This action modifies each of the 

original 15 subareas (A through O) and 

adds five new areas (P through T). The 

Class B lateral limits are expanded in 

several areas. To the east of LAS, Area 

P extends the outer Class B limit from 

25 NM out to 30 NM between the 

115°and 132° radials. On the southeast, 

Area S moves the 20 NM radius to 30 

NM between the 115° and 132° radials. 

To the south, in Area R, the 20 NM 

radius changes to 23 NM between the 

188° and 225° radials. To the southwest 

in Area G, a small segment extends from 

the 10 NM out to 20 NM bounded by the 

240° radial. 

This action also raises the ceiling of 

the entire Class B airspace area from 

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

specific Class B subarea modifications 

are outlined below. All subareas extend 

upward from the specified altitude to 

10,000 feet MSL. 

Area A. Area A extends upward from 

the surface. The southern boundary of 

the area, in the vicinity of Henderson 

Executive Airport (HND), is modified by 

moving the boundary that lies west of 

HND from the 180° radial to the 185° 

radial. This provides more airspace for 

operations at HND. In addition, the 

southeast corner of Area A is shifted 

from the 115° radial to the 119° radial 

to ensure containment of aircraft joining 

the ILS Runway 25L and 25R 

approaches. 

Area B. The floor of Area B remains 

at 4,500 feet MSL. The southern 

boundary of the area moves from the 

115° radial to the 119° 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 is lowered 

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

southern boundary is moved from the 

125° radial to the 083° radial. On the 

east, the 20-mile arc is moved out to the 

22-mile arc. These changes ensure that 

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 Area C 

airspace must be lowered to 6,000 feet 

MSL. Therefore, Area C is reduced in 

size by shifting that portion south of the 

083° radial into Area D with a floor of 

6,500 feet MSL. 

Area D. Area D is 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 20- and 25-mile arcs 

and incorporating a portion of Area C, 

as described above. The changes 

support SUNST and KEPEC RNAV 

arrivals being vectored to intercept the 

Runway 25L localizer. 

Area E. The floor of Area E remains 

at 6,000 feet MSL. The boundary is 

moved from the 115° radial to the 119° 

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 is lowered 

from 8,000 feet MSL to 7,000 feet MSL 

and the eastern boundary is shifted from 

the 125° radial to the 185° radial. This 

change contains aircraft that currently 

exit Class B airspace on the ILS Runway 

1L approach. 

Area G. The floor of Area G remains 

at 5,000 feet MSL. The boundary 

segment currently along the 235° radial 

is moved to the 240° radial and the 

segment defined by the 295° radial is 

shifted to the 255° radial. The remaining 

segment between the 255° radial and the 

295° radial is 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 remains 

at 4,000 feet MSL. The northern 

boundary moves from the 295° radial to 

the 310° radial and the southern 

boundary moves from the 180° radial to 

the 185° radial. The 185° radial aligns 

with previously described area 

modifications, while the 310° boundary 

extends 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 remains at 

4,500 feet MSL, but a small segment in 

the southern corner of Area I is 

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 

is raising the ceiling from 9,000 feet 

MSL to 10,000 feet MSL. 

Area O. The floor of Area O is 

lowered to 7,000 feet MSL instead of the 

current 8,000 feet MSL. In addition, the 

boundaries are realigned between the 

22- and 25-mile arcs from the 046° 

radial clockwise to the 083° radial. 

These changes ensure the 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 is a new subarea with a 

floor of 8,000 feet MSL. It extends from 

the 060° radial clockwise to the 115° 

radial and bounded on the east by the 

30-mile arc and on the west by Areas D 

and O. Area P provides containment for 

four RNAV arrival procedures. 

Area Q. This is a new subarea with a 

floor of 8,000 feet MSL. It lies between 

the 15- and 20-mile arcs from the 132° 

radial clockwise to the 185° radial. It 

consists of airspace currently in the 

eastern half of Area F. Area Q contains 

aircraft being vectored from the 

southeast to a point where they are 

turned north for a straight-in approach. 

Area R. Area R is a new subarea with 

a floor of 8,000 feet MSL. It expands 

Class B airspace from the 20-mile arc 

out to the 23-mile arc, between the 188° 

radial clockwise to the 225° radial. Area 

R ensures the containment of aircraft 

being vectored for the ILS Runway 1L 

approach. 

Area S. Area S is a new area with a 

floor of 7,000 feet MSL. It is located 

southeast of LAS between the 15- and 

27-mile arcs and between the 115° and 

132° radials. The area is required to 

ensure containment of operational 

procedures into LAS. 

Area T. Area T is a new area with a 

floor of 5,500 feet MSL. Area T lies west 

of LAS between the 8- and 10-mile arcs, 

and the 255° and the 295° radials. This 

area is taken from a portion of the 

existing Area G. (Area T 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. 

All radials in this rule are expressed 

in degrees relative to True North. 

Environmental Review 

The FAA has determined that this 

action qualifies for categorical exclusion 

under the National Environmental 

Policy Act in accordance with FAA 

Order 1050.1E, ‘‘Environmental 

Impacts: Policies and Procedures,’’ 

paragraph 311a. This airspace action is 

not expected to cause any potentially 

significant environmental impacts, and 


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no extraordinary circumstances exist 

that warrant preparation of an 

environmental assessment. 

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 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 final 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 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 costs and 

benefits is not prepared. Such a 

determination has been made for this 

final rule. The reasoning for this 

determination follows: 

In conducting these analyses, the FAA 

has determined that this final rule: 

(1) Imposes minimal incremental 

costs and provides benefits, 

(2) Is not an economically ‘‘significant 

regulatory action’’ as defined in section 

3(f) of Executive Order 12866, 

(3) Is not significant as defined in 

DOT’s Regulatory Policies and 

Procedures; 

(4) Will not have a significant 

economic impact on a substantial 

number of small entities; 

(5) Will not have a significant effect 

on international trade; and 

(6) Will not impose an unfunded 

mandate on state, local, or tribal 

governments, or on the private sector by 

exceeding the monetary threshold 

identified. 

These analyses are summarized below. 

This final rule modifies the Las Vegas, 

NV, Class B airspace area to ensure the 

containment of large turbine-powered 

aircraft within Class B airspace, reduce 

controller workload and reduce the 

potential for midair collision in the Las 

Vegas terminal area. This final rule 

modifies the original subareas, adds 

new subareas and raises the ceiling of 

the entire Class B airspace from 9,000 

feet MSL to 10,000 feet MSL. 

This final rule will result in safety 

benefits and increased operational 

efficiencies. This rule enhances 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 this rule also reduces the 

potential for midair collisions and 

possibly reduces TCAS advisories by as 

much as 25%. The modification of the 

class B airspace area provides operation 

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. 

As described in the NPRM, the FAA 

expects that the costs of the final rule 

may include the necessity for some VFR 

traffic to travel alternative routes. 

However these alternative routes are not 

expected to be appreciably longer than 

the routes with the previous airspace 

design. This is expected to result in 

minimal cost overall, does not require 

the updating of materials outside the 

normal update cycle, and does not 

require the rerouting of IFR traffic. 

The FAA received no comments on 

the FAA’s request for comments on the 

minimal cost determination. Therefore 

the FAA has determined that this final 

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. 

Final 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. 

In the Initial Regulatory Flexibility 

Analysis, the FAA determined that the 

proposed rule would 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. 

The FAA requested comments on this 

determination but received no 

comments on small entity 

considerations. 

Therefore, the FAA Administrator 

certifies that this final rule will not have 

a significant economic impact on a 

substantial number of small entities. 

International Trade Impact Assessment 

The Trade Agreements Act of 1979 

(Pub. L. 96–39), as amended by the 


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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 

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 as 

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 assessed the potential effect 

of this proposed rule in the NPRM and 

determined that it would have no effect 

on international trade. The FAA 

received no comments on this 

determination. 

Therefore, the FAA has determined 

that this final rule will have no impact 

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 final 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). 

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, 

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° 

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° 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° 

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° 

radial (lat. 35°59′ 55′′ N., long. 114°58′49′′ 

W.); thence west along a line direct to the Las 

Vegas VORTAC 185° 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° 

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° 

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° 

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° 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° 

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° 

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° 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° 

radial at 16 DME (lat. 36°06′43′′ N., long. 

114°49′59′′ W.); thence northeast along that 

radial to 23 DME (lat. 36°07′32′′ N., long. 

114°41′24′′ W.); thence clockwise along the 

23 DME arc to the Las Vegas VORTAC 115° 

radial (lat. 35°55′00′′ N., long. 114°43′55′′ 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° 

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° 

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° 

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° 

radial (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° 

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° 

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° 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. 


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115°20′16′′ W.); thence clockwise along the 

10 DME arc to the Las Vegas VORTAC 255° 

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° radial (lat. 

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

north along that radial to the Las Vegas 

VORTAC 185° radial at 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° 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° 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° 

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° 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′10′′ N., 

long.115°13′52′′ W.; thence northwest along 

US 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° radial (lat. 36°15′45′′ N., 

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

Las Vegas VORTAC 005° 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° 

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 US Highway 95 (lat. 36°18′22′′ N., 

long. 115°17′31′′ W.); thence southeast along 

US 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° radial (lat. 36°21′34′′ N., 

long. 114°56′06′′ W.); thence via a line direct 

to the Las Vegas VORTAC 020° 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° 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° 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° 

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° 

radial (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 counterclockwise along the 25 DME 

arc to the Las Vegas VORTAC 033° 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° 

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° 

radial (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° 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° 

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° 

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° 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° 

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° 

radial (lat. 35°52′00′′ N., long. 114°36′08′′ W.); 

thence northwest along that radial to 23 DME 

(lat. 35°55′00′′ N., long. 114°43′55′′ W.); 

thence counterclockwise along the 23 DME 

arc to the Las Vegas VORTAC 083° radial (lat. 

36°07′32′′ N., long. 114°41′24′′ 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° 

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° 

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° 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° 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° 

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° 

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° 

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° 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. 

Issued in Washington, DC, on July 10, 

2013. 

Gary A. Norek, 

Manager, Airspace Policy and ATC 

Procedures Group. 


ehiers on DSK2VPTVN1PROD with RULES
43780 Federal Register / Vol. 78, No. 140 / Monday, July 22, 2013 / Rules and Regulations 

[FR Doc. 2013–17477 Filed 7–19–13; 8:45 am] 

BILLING CODE 4910–13–P 


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