5188 Federal Register / Vol. 62, No. 23 / Tuesday, February 4, 1997 / Proposed Rules

14 CFR Part 71

[Airspace Docket No. 94–AWA–1]

RIN 2120–AAA

Proposed Modification of the Phoenix

Class B Airspace Area; Arizona

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This notice proposes to

modify the Phoenix, AZ, (PHX) Class B

airspace area. Specifically, this action

proposes to: reconfigure several area

boundaries; create new areas; and raise

and/or lower the floors of several of the

existing areas. The FAA is proposing

this action to enhance safety, reduce the

potential for midair collision, and to

better manage air traffic operations into,

out of, and through the PHX Class B

airspace area while accommodating the

concerns of airspace users.

DATES: Comments must be received on

or before March 21, 1997.

ADDRESSES: Send comments on the

proposal in triplicate to the Federal

Aviation Administration, Office of the

Chief Counsel, Attention: Rules Docket,

AGC–200, Airspace Docket No. 94–

AWA–1, 800 Independence Avenue,

SW., Washington, DC 20591. The

official docket may be examined in the

Rules Docket, Office of the Chief

Counsel, Room 916, 800 Independence

Avenue, SW., Washington, DC,

weekdays, except Federal holidays,

between 8:30 a.m. and 5:00 p.m. An

informal docket may also be examined

during normal business hours at the

office of the Regional Air Traffic

Division.

FOR FURTHER INFORMATION CONTACT: Mr.

William C. Nelson, Airspace and Rules

Division, ATA–400, Office of Air Traffic

Airspace Management, Federal Aviation

Administration, 800 Independence

Avenue, SW., Washington, DC 20591;

telephone: (202) 267–8783.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested parties are invited to

participate in this proposed rulemaking

by submitting such written data, views,

or arguments as they may desire.

Comments that provide the factual basis

supporting the views and suggestions

presented are particularly helpful in

developing reasoned regulatory

decisions on the proposal. Comments

are specifically invited on the overall

regulatory, aeronautical, economic,

environmental, and energy-related

aspects of the proposal.

Communications should identify the

airspace docket number and be

submitted in triplicate to the address

listed above. Commenters wishing the

FAA to acknowledge receipt of their

comments on this notice must submit

with those comments a self-addressed,

stamped postcard on which the

following statement is made:

‘‘Comments to Airspace Docket No. 94–

AWA–1.’’ 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 notice may be changed in light

of comments received. All comments

submitted will be available for

examination in the Rules 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 also be filed in the

docket.

Availability of NPRM’s

Any person may obtain a copy of this

Notice of Proposed Rulemaking (NPRM)

by submitting a request to the Federal

Aviation Administration, Office of Air

Traffic Airspace Management, 800

Independence Avenue, SW.,

Washington, DC 20591, or by calling

(202) 267–8783. Communications must

identify the notice number of this

NPRM. Persons interested in being

placed on a mailing list for future

NPRM’s should call the FAA’s Office of

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

of Advisory Circular No. 11–2A, Notice

of Proposed Rulemaking Distribution

System, that describes the application

procedure.

Background

On December 17, 1991, the FAA

published the Airspace Reclassification

Final Rule (56 FR 65655). This rule

discontinued the use of the term

‘‘Terminal Control Area’’ (TCA) and

replaced it with the designation ‘‘Class

B airspace area.’’ This change in

terminology is reflected in this NPRM.

The Class B airspace area program

was developed to reduce the potential

for midair collision in the congested

airspace surrounding airports with high

density air traffic by providing an area

wherein all aircraft are subject to certain

operating rules and equipment

requirements.

The density of traffic and the type of

operations being conducted in the

airspace surrounding major terminals

increase the probability of midair

collisions. In 1970, an extensive study

found that the majority of midair

collisions occurred between a general

aviation (GA) aircraft and an air carrier

or military aircraft, or another GA

aircraft. The basic causal factor common

to these conflicts was the mix of aircraft

operating under visual flight rules (VFR)

and aircraft operating under instrument

flight rules (IFR). Class B airspace areas

provide a method to accommodate the

increasing number of IFR and VFR

operations. The regulatory requirements

of Class B airspace areas afford the

greatest protection for the greatest

number of people by giving air traffic

control (ATC) increased capability to

provide aircraft separation service,

thereby minimizing the mix of

controlled and uncontrolled aircraft.

On May 21, 1970, the FAA published

the Designation of Federal Airways,

Controlled Airspace, and Reporting

Points Final Rule (35 FR 7782). This

rule provided for the establishment of

TCAs. To date, the FAA has established

a total of 29 Class B airspace areas. The

FAA is proposing to take action to

modify or implement the application of

these proven control areas to provide

greater protection for air traffic in the

airspace areas most commonly used by

passenger-carrying aircraft.

The standard configuration of a Class

B airspace area contains three

concentric circles centered on the

primary airport extending to 10, 20, and

30 nautical miles (NM), respectively.

The standard vertical limits of the Class

B airspace area normally should not

exceed 10,000 feet mean sea level

(MSL), with the floor established at the

surface in the inner area and at levels

appropriate for the containment of

operations in the outer areas. Variations

of these criteria may be utilized

contingent on the terrain, adjacent

regulatory airspace, and factors unique

to the terminal area.

The coordinates for this airspace

docket are based on North American

Datum 83. Class B airspace areas are

published in paragraph 3000 of FAA

Order 7400.9D dated September 4, 1996,

and effective September 16, 1996, which

is incorporated by reference in 14 CFR

section 71.1. The Class B airspace area

listed in this document would be

published subsequently in the Order.

Related Rulemaking Actions

On June 21, 1988, the FAA published

the Transponder with Automatic

Altitude Reporting Capability

Requirement Final Rule (53 FR 23356).

This rule requires all aircraft to have an

altitude encoding transponder when

operating within 30 NM of any

designated TCA primary airport from

the surface up to 10,000 feet MSL. This
Federal Register / Vol. 62, No. 23 / Tuesday, February 4, 1997 / Proposed Rules 5189

rule excluded those aircraft that were

not originally certificated with an

engine driven electrical system, (or

those that have not subsequently been

certified with such a system), balloons,

or gliders.

On October 14, 1988, the FAA

published the TCA Classification and

TCA Pilot and Navigation Equipment

Requirements Final Rule (53 FR 40318).

This rule, in part, removed the different

classifications of TCAs, and requires the

pilot-in-command of a civil aircraft

operating within a TCA to hold at least

a private pilot certificate, except for a

student pilot who has received certain

documented training.

Pre-NPRM Public Input

As announced in the Federal Register

on May 18, 1993 (58 FR 29022), a preNPRM informal airspace meeting was

held on July 17, 1993, in Glendale, AZ.

The purpose of this meeting was to

provide local airspace users an

opportunity to present input on the

design of the proposed modifications of

the PHX Class B airspace area.

All comments received during the

informal airspace meetings and the

subsequent comment period were

considered and incorporated, in part, in

this NPRM. Verbal and written

comments received by the FAA, and the

agency’s responses are summarized

below.

Analysis of Comments

Several commenters expressed

concern that both the current and

proposed airspace design of the PHX

Class B airspace area do not provide

adequate protection for aircraft

executing the ILS Runway 26R

approach, visual approach to Runways

26L/R, and east departures at Phoenix

Sky Harbor International Airport.

The FAA agrees with this concern and

proposes to modify Area A by extending

the existing eastern boundary

approximately 2 NM eastward. The FAA

believes that extending the eastern

boundary approximately 2 NM eastward

will afford adequate protection for

instrument and visual arrivals as well as

easterly departures. Additionally, this

proposed modification would not

impact those GA aircraft

circumnavigating the Class B airspace

area.

One commenter stated that he was

unable to attend the informal airspace

meeting, and specifically requests that

information regarding the proposed

changes to the PHX Class B airspace

area be forwarded to the commenter.

The FAA finds that publication of this

notice in the Federal Register and the

subsequent comment period will

provide this commenter and all

interested parties with adequate notice

and sufficient time to review and

comment on the proposed modification

to the PHX Class B airspace area.

Several commenters supported the

reconfiguration of the airspace west of

Phoenix, specifically, the area west of

99th Avenue in Area B. In Area B the

FAA is proposing to introduce a

boundary line running north and south

along 99th Avenue. The floor of Area B,

east of this proposed boundary line

would remain at 3,000 feet MSL.

However, the floor west of this proposed

boundary line in Area B would be

merged with the existing areas and

raised to 4,000 feet MSL. The FAA is

proposing this modification to provide a

means for nonparticipating aircraft to

traverse below the western portion of

the PHX Class B airspace area.

Several commenters stated that

lowering the floors of Areas H to the

north and northeast, and Area I to the

south in the PHX Class B airspace area

by 1,000 feet would unnecessarily

contribute to more noise pollution,

constrict glider operations, and would

inconvenience GA aircraft attempting to

fly under the Class B airspace area. In

addition, this portion of airspace is

primarily used for the conveyance of

airline operations.

The FAA disagrees with these

comments. The primary purpose of the

Class B airspace is to reduce the

potential for midair collision by

providing an area wherein all aircraft

are subject to certain operating rules and

equipment requirements. The proposed

lowering of the floor by 1,000 feet in

Areas H to the north and northeast and

Area I to the south in the PHX Class B

airspace area is necessary due to the

increase in air traffic operations entering

and exiting to the north and south. The

proposed lowering of the floors in Areas

H to the north, and Area I to the south

would provide better management of air

traffic flows, and enhance safety

between arrival and departure traffic.

Additionally, the FAA believes the

proposal to lower the floors would not

increase noise levels in these outer

areas. Lowering these particular floors

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

H and I would not impact GA aircraft

that now navigate under the airspace in

these outer areas. For those pilots who

choose not to circumnavigate or traverse

below the Class B airspace area, they

can use standard procedures and enter

the PHX Class B airspace area. Further,

the FAA believes that the floors at 7,000

feet MSL in Areas H and I would have

little or no significant impact on glider

operations.

Two commenters stated there is

insufficient need to regulate the airspace

east of Phoenix (formerly airspace above

Williams Air Force Base) as proposed.

These commenters recommended that

the existing floor of Area D east of

Chandler and south of Falcon Field

Airports be raised from 4,000 to 6,000

feet MSL only.

The FAA agrees in part with this

recommendation. Raising the shelf as

recommended would not contain

participating high performance aircraft

in the farthest eastern portions of the

proposed PHX Class B airspace area.

The FAA believes the expansion of the

airspace to the east of Phoenix is

necessary to provide a safer transition

area for high performance aircraft

operating to the east, into and out of the

PHX Class B airspace area. However, in

this proposed expansion, in the vicinity

between Chandler and Falcon Field

Airports, the FAA proposes to merge the

floor with the existing Area D at 4,000

feet MSL. It is the FAA’s objective to use

only the minimum amount of airspace

essential to support the Class B airspace

requirements. Further east and above

the former Williams Air Force Base, the

FAA proposes a floor of 6,000 feet MSL

(Area J), and 8,000 feet MSL in the

adjacent outer area (Area K). The FAA

believes these floors as proposed would

provide adequate airspace for GA

aircraft to transit below the floors of the

Class B airspace operating east of

Phoenix Sky Harbor International

Airport. Further, GA operators who

choose not to fly below or

circumnavigate the area(s) can follow

standard procedures and enter the PHX

Class B airspace area.

Several commenters state that the

proposed modification of the PHX Class

B airspace area would have an economic

impact regarding property values.

The FAA disagrees. While the issue of

property value is beyond the scope of

this notice, the FAA believes that the

proposed modifications of the PHX

Class B airspace area will have no

economic impact as it pertains to

property values.

The Proposal

The FAA proposes to amend 14 CFR

part 71 by modifying the PHX Class B

airspace area. Specifically, this action

(depicted on the attached chart)

proposes to: reconfigure Area A by

expanding the existing eastern boundary

to the east; reconfigure the existing Area

B west of Phoenix; reconfigure Area D

east of Phoenix; and raise or lower the

floor of several existing or modified

areas. The FAA is proposing this action

to enhance safety, to reduce the

potential for midair collision, and
5190 Federal Register / Vol. 62, No. 23 / Tuesday, February 4, 1997 / Proposed Rules

improve the management of air traffic

operations into, out of, and through the

PHX Class B airspace area while

accommodating the concerns of airspace

users.

Reconfiguration of the existing Area A

by expanding its eastern boundary

approximately 2 NM east would ensure

that aircraft operations to and from the

primary airport would be contained

within the PHX Class B airspace area.

Modifying the existing Area B by

establishing a boundary line running

north to south on 99th Avenue would

provide GA operators transiting west of

Phoenix greater flexibility, thereby

reducing airspace incursions in this

area. In this reconfiguration, Area B

would remain at 3,000 feet MSL;

however, the western area would be

raised to merge with the existing 4,000

feet MSL of Area D.

The FAA proposes to reconfigure the

boundaries of the airspace east of

Phoenix, as this airspace is necessary to

contain high performance aircraft

within the PHX Class B airspace area.

This modification would expand the

Class B airspace to the east-southeast

approximately 15 NM over that area

formerly known as Williams Air Force

Base. In addition, the proposed

expansion in these areas would create

additional Areas J and K. Areas J and K

as proposed would have floors of 6,000

and 8,000 feet MSL respectively. This

would maintain the FAA’s objective to

use only the minimum amount of

airspace necessary to contain Class B

operations and would provide sufficient

airspace for GA operations below the

Class B airspace area east of Phoenix.

The proposal to lower the floors of

Areas H and I by 1,000 feet in the outer

Areas H to the north and northeast and

Area I to the south is based on the

increase in participating aircraft arriving

and departing the PHX Class B airspace

area. In addition, the legal description

for Area D would be modified due to its

expansion to the east and the

reconfiguration of Area A. The floors in

these areas at 7,000 feet MSL would

allow arriving/transitioning aircraft to

be in concert with gradients for

instrument procedures into and out of

the primary airport. This would allow

for better airspace management, a more

efficient flow of traffic, and provide an

enhancement to safety for participating

and nonparticipating aircraft. Further,

the floors of these areas allow adequate

airspace for GA aircraft to maneuver

below the Class B airspace area, or

pilots may use standard procedures and

enter the PHX Class B airspace area.

Areas E, F, and G, are not changed.

Area K to the east, as proposed, would

be reconfigured to align with adjacent

Area I. This configuration would

support the adjoining areas allowing for

more efficient transition of aircraft into

and out of PHX Class B airspace area.

Furthermore, expanding the

southeastern area to encompass this

airspace (formerly Williams Air Force

Base) would provide Class B airspace

service to high performance aircraft

transiting to and from the en route

structure.

Regulatory Evaluation Summary

Proposed changes to Federal

regulations must undergo several

economic analyses. First, Executive

Order 12866 directs that each Federal

agency propose or adopt a regulation

only upon a reasoned determination

that the benefits of the intended

regulation justify its costs. Second, the

Regulatory Flexibility Act of 1980

requires agencies to analyze the

economic effect of regulatory changes

on small entities. Third, the Office of

Management and Budget directs

agencies to assess the effect of

regulatory changes on international

trade. In conducting these analyses, the

FAA has determined that this NPRM: (1)

would generate benefits that justify its

minimal costs and is not ‘‘a significant

regulatory action’’ as defined in the

Executive Order; (2) is not significant as

defined in the Department of

Transportation’s Regulatory Policies and

Procedures; (3) would not have a

significant impact on a substantial

number of small entities; (4) would not

constitute a barrier to international

trade; and (5) would not contain any

Federal intergovernmental or private

sector mandates. These analyses are

summarized below in the docket.

A. Introduction

The Class B airspace area concept was

developed to reduce the likelihood of

midair collisions in the congested

airspace surrounding large

transportation hubs. These high density

terminal areas present complex air

traffic conditions resulting from a mix of

large turbine-powered air carrier aircraft

with other aircraft of varying

performance characteristics. Typically,

expansion or contraction of Class B

airspace areas take place because of

increases in complexity or decreases in

complexity, respectively.

Complexity refers to air traffic

conditions resulting from a mix of large

turbine-powered air traffic and other

aircraft of varying performance

characteristics and conditions, resulting

from a mix of IFR and VFR operated

aircraft. When either mix increases, so

does complexity. As complexity

increases, the risk of a midair collision

also increases. The FAA responds by

increasing the Class B airspace area

whenever complexity increases.

Conversely, the FAA contracts the Class

B airspace area when complexity

decreases.

B. Costs

The NPRM would alter several

existing area floors and lateral

boundaries, as well as, reconfigure and

create new areas within the limits of the

PHX Class B airspace area. The FAA has

determined that altering the Class B

airspace area would enhance aviation

safety and operational efficiency. This

FAA determination is based on a change

in operational complexity over recent

years in some of the existing areas and

the subsequent closure of Williams Air

Force Base. The FAA contends the

modification of the airspace area would

impose minimal, if any, cost to either

the agency or aircraft operators. In

addition, the FAA has determined that

the modified airspace area would

impose minimal, if any, cost to

operators that circumnavigate the area.

The NPRM would not impose any

additional administrative costs on the

FAA for either personnel or equipment.

The FAA has determined that any

additional workload created by the

NPRM would be absorbed with existing

personnel and equipment already in

place at Phoenix Sky Harbor

International Airport. The revision of

aeronautical charts to reflect changes in

the airspace area are considered a part

of the normal periodic updating of the

charts. The FAA currently revises

aeronautical charts every 6 months to

reflect changes in the airspace

environment. The FAA does not expect

to incur any additional charting cost as

a result of the modification of the Class

B airspace area.

The FAA has determined that most

aircraft operating in the modified and

expanded Class B airspace area already

have two-way radio communications

capability and Mode C transponders.

Therefore, the FAA has determined that

this NPRM would not impose any

additional installation cost for

purchasing two-way radios and/or Mode

C transponders on a substantial number

of operators.

The NPRM would modify the current

PHX Class B airspace area by

establishing new areas, and by

expanding or contracting the lateral

boundaries, and by raising or lowering

the area floors of several of the areas.

The NPRM would not alter the ceiling

of the Class B airspace area, therefore

the airspace ceiling would remain

constant at 10,000 feet MSL. The FAA

has determined that the modifications to
Federal Register / Vol. 62, No. 23 / Tuesday, February 4, 1997 / Proposed Rules 5191

the airspace area would only require

non-participating operators to make

small deviations from their current VFR

flight paths north, south, and east of

Phoenix Sky Harbor International

Airport. In addition, the FAA has

determined that the redesigned floors

and lateral boundaries would not reduce

aviation safety.

C. Benefits

The NPRM would provide benefits for

participating and non-participating

operators by redesigning the PHX Class

B airspace area. The NPRM would

provide enhanced air traffic flow for

turbine aircraft and release some

airspace for GA aircraft operators.

The FAA estimates that the total

number of operations at Phoenix Sky

Harbor International Airport was

570,000 in 1995, up from 550,000 in

1994, and is projected to increase to

670,000 by the year 2000. Also,

passenger enplanements were estimated

at 13.5 million in 1995, up from 12.3

million in 1994, and are projected to

increase to 18.0 million by the year

2000. The FAA has determined that this

NPRM would enhance operational

safety by lowering the potential risk of

midair collisions, given the projected

increase of total operations and

passenger enplanements at Phoenix Sky

Harbor International Airport. The NPRM

would improve aviation safety as well

as air traffic flow in the PHX Class B

airspace area by simplifying the airspace

area boundaries and reducing the

possibility of pilot confusion. The

agency, however, is unable to quantify

these small but worthwhile safety

improvements.

D. Conclusion

The modification of the PHX Class B

airspace area would generate benefits by

enhancing aviation safety and

improving operational efficiency in

those areas where aircraft are

approaching or departing Phoenix Sky

Harbor International Airport. In view of

the minimal, if any, cost of compliance

and the benefits of enhanced aviation

safety and improved operational

efficiency, the FAA has determined that

this NPRM is cost-beneficial.

Initial Regulatory Flexibility

Determination

The Regulatory Flexibility Act of 1980

(RFA) was enacted by Congress to

ensure that small entities are not

unnecessarily and disproportionately

burdened by Federal regulations. The

RFA requires a Regulatory Flexibility

Analysis if a NPRM would have ‘‘a

significant economic impact on a

substantial number of small entities.’’

FAA Order 2100.14A outlines the FAA’s

procedures and criteria for

implementing the RFA. Small entities

are independently owned and operated

small businesses and small not-forprofit organizations. A substantial

number of small entities is defined as a

number that is 11 or more and which is

more than one-third of the small entities

subject to this NPRM.

For the purpose of this evaluation, the

small entities that would be potentially

affected by this NPRM are defined as

unscheduled air taxi operators for hire

owning nine or fewer aircraft, and flight

schools operating in the vicinity of the

PHX Class B airspace area. Only those

unscheduled aircraft operators without

the capability to operate under IFR

conditions would be potentially

impacted by this NPRM. The FAA has

determined that all unscheduled air taxi

operators are already equipped to

operate under IFR conditions. These

operators regularly fly into airports

where radar approach control services

have been established such as the PHX

Class B airspace area. The FAA

anticipates that flight training schools in

the Phoenix area would continue to

operate below the floor of the modified

Class B airspace area without any

difficulty. Thus, the FAA does not

anticipate any adverse impacts to occur

as a result of the modified Class B

airspace area.

The FAA has determined that this

NPRM would not result in a significant

economic impact on a substantial

number of small entities. Therefore, a

regulatory flexibility analysis is not

required under the terms of the RFA.

International Trade Impact Assessment

This NPRM would not have

international trade ramifications

because it is a domestic airspace matter

that would not impose additional costs

or requirements on affected entities. The

modification of Class B airspace area

would affect only U.S. terminal airspace

operating procedures at and in the

vicinity of Phoenix, AZ. This NPRM

would not impose costs on aircraft

operators or aircraft manufacturers in

the United States or foreign countries.

Unfunded Mandate Assessment

Title II of the Unfunded Mandates

Reform Act of 1995 (the Act), enacted as

Public Law 104–4 on March 22, 1995,

requires each Federal agency, to the

extent possible, permitted by law, to

prepare a written assessment of the

effects of any Federal mandate in a

proposed or final agency rule that may

result in the expenditure of $100

million or more adjusted annually for

inflation in any one year by State, local,

and tribal governments, in the aggregate,

or by the private sector. Section 204(a)

of the ACT, 2 U.S.C. 1534(a), requires

the Federal agency to develop an

effective process to permit timely input

by elected officers (or their designees) of

State, local and tribal governments on a

proposed ‘‘significant intergovernmental

mandate.’’ A ‘‘significant

intergovernmental mandate’’ under the

Act is any provision in a Federal agency

regulation that would impose an

enforceable duty upon State, local, and

tribal governments, in the aggregate,(of

$100 million adjusted annually for

inflation), in any one year. Section 203

of the Act, 2 U.S.C. 1533, which

supplements section 204(a), provides

that before establishing any regulatory

requirements that might significantly or

uniquely affect small governments, the

agency shall have developed a plan that,

among other things, provides notice to

potentially affected small governments,

if any, and for a meaningful and timely

opportunity to provide input in the

development of regulatory proposals.

This NPRM does not contain any

Federal intergovernmental or private

sector mandates. Therefore, the

requirements of Title II of the Unfunded

Mandates Reform Act of 1995 do not

apply.

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—[AMENDED]

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; 14 CFR 11.69.

§ 71.1 [Amended]

2. The incorporation by reference in

14 CFR 71.1 of the Federal Aviation

Administration Order 7400.9D, Airspace

Designations and Reporting Points,

dated September 4, 1996, and effective

September 16, 1996, is amended as

follows:

Paragraph 3000 Subpart B-Class B Airspace

* * * * *

AWP AZ B Phoenix, AZ [Revised]

Phoenix Sky Harbor International Airport

(Primary Airport)

(Lat. 33°26′10′′ N., long. 112°00′34′′ W.)

Phoenix VORTAC

(Lat. 33°25′59′′ N., long. 111°58′13′′ W.)
5192 Federal Register / Vol. 62, No. 23 / Tuesday, February 4, 1997 / Proposed Rules

Boundaries

Area A. That airspace extending upward

from the surface to and including 10,000 feet

MSL beginning at the intersection of 51st

Avenue and Camelback Road (lat. 33°30′34′′

N., long. 112°10′08′′ W.), extending east

along Camelback Road to the intersection of

Camelback Road and Dobson Road (lat.

33°30′07′′ N., ong. 111°52′26′′ W.), thence

south on Dobson Road to the intersection of

Dobson Road and Guadalupe Road (lat.

33°21′49′′ N., long. 111°52′35′′ W.), thence

west on Guadalupe Road to the intersection

of Guadalupe Road and Interstate 10 (lat.

33°21′50′′ N., long. 111°58′08′′ W.), thence

direct to lat. 33°21′48′′ N., long. 112°06′30′′

W., thence west on Guadalupe Road to the

intersection of Guadalupe Road and 51st

Avenue (lat. 33°21′46′′ N., long. 112°10′09′′

W.), thence north on 51st Avenue to the

point of beginning.

Area B. That airspace extending upward

from 3,000 feet MSL to and including 10,000

feet MSL beginning at the intersection of 99th

Avenue and Camelback Road (lat. 33°30′29′′

N., long. 112°16′22′′ W.), thence east on

Camelback Road to the intersection of

Camelback Road and 51st Avenue (lat.

33°30′34′′ N., long. 112°10′08′′ W.), thence

south on 51st Avenue to the intersection of

51st Avenue and Guadalupe Road (lat.

33°21′46′′ N., long. 112°10′09′′ W.), thence

direct to lat. 33°21′48′′ N., long. 112°06′30′′

W., thence south direct to lat. 33°18′18′′ N.,

long. 112°06′30′′ W., thence west on

Chandler Boulevard to the intersection of

Chandler Boulevard and the Gila River (lat.

33°18′18′′ N., long. 112°13′11′′ W.), thence

northwest along the Gila River to the

intersection of the Gila River and 99th

Avenue, (lat. 33°22′38′′ N., long. 112°16′21′′

W.), thence north along the extension of 99th

Avenue to the point of beginning.

Area C. That airspace extending upward

from 3,000 feet MSL to and including 10,000

feet MSL beginning at the intersection of

Guadalupe Road and Interstate 10 (lat.

33°21′50′′ N., long. 111°58′08′′ W.), thence

south on Interstate 10 to the intersection of

Interstate 10 and Chandler Boulevard (lat.

33°18′19′′ N., long. 111°58′21′′ W.), thence

east on Chandler Boulevard to the

intersection of Gilbert Road and Chandler

Boulevard (lat. 33°18′19′′ N., long. 111°47′22′′

W.), thence north on Gilbert Road to the

intersection of Indian Bend Road (lat.

33°32′20′′ N., long. 111°47′23′′ W.), thence

west on Indian Bend Road to the intersection

of Indian Bend Road and Pima/Price Road

(lat. 33°32′18′′ N., long. 111°53′29′′ W.),

thence south on Pima/Price Road to the

intersection of Pima/Price Road and

Camelback Road (lat. 33°30′07′′ N, long.

111°53′29′′ W.), thence east on Camelback

Road to Dobson Road (lat. 33°30′07′′ N, long.

111°52′26′′ W.), thence south on Dobson

Road to the intersection of Dobson Road and

Guadalupe Road (lat. 33°32′49′′ N., long.

111°52′35′′ W.), thence west on Guadalupe

Road to the point of beginning.

Area D. That airspace extending upward

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

feet MSL beginning at the intersection of

Cactus Road and the 20-mile arc of the

Phoenix VORTAC (lat. 33°35′35′′ N., long.

111°37′13′′ W.), thence clockwise along the

20-mile arc of the Phoenix VORTAC to the

intersection of the 20-mile arc of the Phoenix

VORTAC and the Phoenix VORTAC 079°

radial (lat. 33°29′46′′ N., long. 111°34′44′′

W.), thence west along the Phoenix VORTAC

079° radial to the intersection of the Phoenix

VORTAC 079° radial and the 15-mile arc of

the Phoenix VORTAC (lat. 33°28′50′′ N.,

long. 111°40′37′′ W.), thence south along the

15-mile arc of the Phoenix VORTAC to the

intersection of the Phoenix VORTAC 15-mile

arc and the Phoenix VORTAC 115° radial

(lat. 33°19′37′′ N., long. 111°41′59′′W.),

thence southeast along the Phoenix VORTAC

115° radial to the intersection of the Phoenix

VORTAC 115° radial and the Phoenix

VORTAC 20-mile arc (lat. 33°17′29′′ N., long.

111°36′35′′ W.), thence clockwise along the

Phoenix VORTAC 20-mile arc to the

intersection of the Phoenix VORTAC 20-mile

arc and Riggs Road (lat. 33°12′58′′ N., long.

111°40′04′′ W.), thence west along Riggs

Road to the intersection of the Gila River and

Valley Road (lat. 33°13′10′′ N., long.

112°09′58′′ W.), thence northwest along the

Gila River to the intersection of the Gila River

and Chandler Boulevard (lat. 33°18′18′′ N.,

long. 112°12′03′′ W.), thence east to lat.

33°18′18′′ N., long. 112°06′30′′ W., thence

north to lat. 33°21′48′′ N., long. 112°06′30′′

W., thence east to the intersection of

Guadalupe Road and Interstate 10 (lat.

33°21′50′′ N., long. 111°58′08′′ W.), thence

south on Interstate 10 to the intersection of

Interstate 10 and Chandler Boulevard (lat.

33°18′19′′ N., long. 111°58′21′′ W.), thence

east along Chandler Boulevard to the

intersection of Chandler Boulevard and

Gilbert Road (lat. 33°18′18′′ N., long.

111°47′22′′ W.), thence north along Gilbert

Road to the intersection of Indian Bend Road

(lat. 33°32′20′′ N., long. 111°47′23′′ W.),

thence west along Indian Bend Road to the

intersection of Pima/Price Road (lat.

33°32′18′′ N., long. 111°53′29′′ W.), thence

south along Pima/Price Road to the

intersection of Pima/Price Road and

Camelback Road (lat. 33°30′07′′ N., long.

111°53′29′′ W.), thence west along Camelback

Road to the intersection of 99th Avenue (lat.

33°30′29′′ N., long. 112°16′22′′ W.), thence

south on 99th Avenue to the intersection of

99th Avenue and the Gila River (lat.

33°19′55′′ N., long. 112°16′21′′ W.), thence

southeast along the Gila River to the

intersection of the Gila River and Chandler

Boulevard (lat. 33°18′18′′ N., long. 112°12′03′′

W.), thence west along Chandler Boulevard

to the intersection of an extension of

Chandler Boulevard and Litchfield Road (lat.

33°18′18′′ N., long. 112°21′29′′ W.), thence

north along Litchfield Road to the

intersection of Litchfield Road and

Camelback Road (lat. 33°30′29′′ N., long.

112°21′29′′ W.), thence east along Camelback

Road to lat. 33°30′30′′ N., long. 112°19′23′′

W., thence direct to lat. 33°35′34′′ N., long.

112°13′55′′ W., thence direct to lat. 33°36′35′

N., long. 112°13′38′′ W., thence east along

Thunderbird Road and Cactus Road to the

intersection of Cactus Road and the 20-mile

arc of the Phoenix VORTAC.

Area E. That airspace extending upward

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

feet MSL beginning at lat. 33°41′41′′ N., long.

112°13′05′′ W., beginning on the 20-mile arc

of the Phoenix VORTAC, thence clockwise

along the 20-mile arc of the Phoenix

VORTAC to intersection of the Phoenix

VORTAC 20-mile arc and Cactus Road (lat.

33°35′35′′ N., long. 111°37′13′′ W.), thence

west on Cactus Road, to the intersection of

Cactus Road and Thunderbird Road (lat.

33°36′35′′ N., long. 112°13′38′′ W.), thence

direct to the point of beginning.

Area F. That airspace extending upward

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

feet MSL beginning at the intersection of

Riggs Road and the 20-mile arc of the

Phoenix VORTAC (lat. 33°12′58′′ N., long.

111°40′04′′ W.), thence clockwise along the

20-mile arc of the Phoenix VORTAC to the

intersection of the 20-mile arc of the Phoenix

VORTAC and Valley Road (lat. 33°07′58′′ N.,

long. 112°08′40′′ W.), thence north along

Valley Road to the intersection of Valley

Road, Riggs Road and the Gila River (lat.

33°13′10′′ N., long. 112°09′58′′W.), thence

east along Riggs Road to the point of

beginning.

Area G. That airspace extending upward

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

feet MSL beginning at the intersection of the

25-mile arc of the Phoenix VORTAC and

Camelback Road (lat. 33°30′30′′ N., long.

112°27′37′′ W.), thence east on Camelback

Road to the intersection of Camelback Road

and Litchfield Road (lat. 33°30′29′′ N., long.

112°21′29′′ W.), thence south on Litchfield

Road to the intersection of Litchfield Road

and Chandler Boulevard (lat. 33°18′18′′ N.,

long. 112°21′29′′ W.), thence west along

Chandler Boulevard to the intersection of the

25-mile arc of the Phoenix VORTAC (lat.

33°18′10′′ N., long. 112°26′34′′ W.), thence

clockwise along the 25-mile arc of the

Phoenix VORTAC to the point of beginning.

Area H. That airspace extending upward

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

feet MSL beginning at a point at lat.

33°46′13′′ N., long. 112°15′51′′ W., on the 25-

mile arc of the Phoenix VORTAC, thence

clockwise along the 25-mile arc of the

Phoenix VORTAC to the intersection of the

25-mile arc of the Phoenix VORTAC and

Interstate 17 (lat. 33°49′30′′ N., long.

112°08′37′′ W.), thence south along Interstate

17 to the intersection of Interstate 17 and the

20-mile arc of the Phoenix VORTAC (lat.

33°44′31′′ N., long. 112°07′18′′ W.), thence

counterclockwise along the 20-mile arc of the

Phoenix VORTAC to lat. 33°41′41′′ N., long.

112°13′05′′ W., thence direct to the point of

beginning; and that airspace beginning at the

intersection of the 20-mile arc of the Phoenix

VORTAC and the Phoenix VORTAC 005°

radial (lat. 33°45′57′′ N., long. 111°56′07’′′

W.), thence north along the Phoenix

VORTAC 005° radial to the intersection of

the Phoenix VORTAC 005o radial and the 25-

mile arc of the Phoenix VORTAC (lat.

33°50′56′′ N., long. 111°55′36′′ W.), thence

clockwise along the 25-mile arc of the

Phoenix VORTAC to the intersection of the

25-mile arc of the Phoenix VORTAC and the

Phoenix VORTAC 025° radial (lat. 33°48′40′′

N., long. 111°45′32′′ W.), thence southwest

along the Phoenix VORTAC 025° radial to the

intersection of the Phoenix VORTAC 025°

radial and the 20-mile arc of the Phoenix

VORTAC (lat. 33°44′08′′ N., long. 111°48′05′′

W.), thence counterclockwise along the 20-
Federal Register / Vol. 62, No. 23 / Tuesday, February 4, 1997 / Proposed Rules 5193

mile arc of the Phoenix VORTAC to the point

of beginning.

Area I. That airspace extending upward

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

feet MSL beginning at the intersection of the

20-mile arc of the Phoenix VORTAC and the

Phoenix VORTAC 115° radial (lat. 33°17′29′′

N., long. 111°36′35′′ W.), thence southeast

along the Phoenix VORTAC 115° radial to the

intersection of the Phoenix VORTAC 115°

radial and the 25-mile arc of the Phoenix

VORTAC (lat. 33°15′21′′ N., long. 111°31′12′′

W.), thence clockwise along the 25-mile arc

of the Phoenix VORTAC to the intersection

of the 25-mile arc of the Phoenix VORTAC

and the Phoenix VORTAC 168° radial (lat.

33°01′29′′ N., long. 111°57′02′′ W.), thence

north along the Phoenix VORTAC 168° radial

to the intersection of the Phoenix VORTAC

168° radial and the 20-mile arc of the

Phoenix VORTAC (lat. 33°06′23′′ N., long.

111°53′16′′ W.), thence counterclockwise

along the 20-mile arc of the Phoenix

VORTAC to the point of beginning.

Area J. That airspace extending upward

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

feet MSL beginning at the intersection of the

15-mile arc of the Phoenix VORTAC and the

Phoenix VORTAC 079° radial (lat. 33°28′50′′

N., long. 111°40′37′′ W.), thence northeast

along the Phoenix VORTAC 079° radial to the

intersection of the Phoenix VORTAC 079°

radial and the 20-mile arc of the Phoenix

VORTAC (lat. 33°29′46′′ N., long. 111°34′44′′

W.), thence clockwise along the 20-mile arc

of the Phoenix VORTAC to the intersection

of the 20-mile arc of the Phoenix VORTAC

and the Phoenix VORTAC 115° radial (lat.

33°17′29′′ N., long. 111°36′35′′ W.), thence

northwest along the Phoenix VORTAC 115°

radial to the intersection of the Phoenix

VORTAC 115° radial and the 15-mile arc of

the Phoenix VORTAC (lat. 33°19′37′′ N.,

long. 111°41′59′′ W.), thence

counterclockwise along the 15-mile arc of the

Phoenix VORTAC to the point of beginning.

Area K. That airspace extending upward

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

feet MSL beginning at the intersection of the

20-mile arc of the Phoenix VORTAC and the

Phoenix VORTAC 025° radial (lat. 33°44′08′′

N., long. 111°48′05′′ W.), thence northeast

along the Phoenix VORTAC 025° radial to the

intersection of the Phoenix VORTAC 025°

radial and the 25-mile arc of the Phoenix

VORTAC (lat. 33°48′40′′ N., long. 111°45′32′′

W.), thence clockwise along the 25-mile arc

of the Phoenix VORTAC to the intersection

of the 25-mile arc of the Phoenix VORTAC

and the Phoenix VORTAC 115° radial (lat.

33°15′21′′ N., long. 111°31’′12′′ W.), thence

northwest along the Phoenix VORTAC 115°

radial to the intersection of the Phoenix

VORTAC 115° radial and the 20-mile arc of

the Phoenix VORTAC (lat. 33°17′29′′ N.,

long. 111°36′35′′ W.), thence

counterclockwise along the 20-mile arc of the

Phoenix VORTAC to the point of beginning.

* * * * *

Issued in Washington, DC, on January 24,

1997.

Jeff Griffith,

Program Director for Air Traffic Airspace

Management.

Note: This Appendix will not appear in the

Code of Federal Regulations.

Appendix—Phoenix Sky Harbor

International Airport Class B Airspace Area.

BILLING CODE 4910–13–P
5194 Federal Register / Vol. 62, No. 23 / Tuesday, February 4, 1997 / Proposed Rules

[FR Doc. 97–2636 Filed 2–3–97; 8:45 am]

BILLING CODE 4910–13–C

14 CFR Part 71

[Airspace Docket No. 95–ANM–31]

Proposed Establishment of Class E

Airspace, Monte Vista, Colorado

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Notice of Proposed Rulemaking

(NPRM).

SUMMARY: This proposed rule would

establish the Monte Vista, Colorado,

Class E airspace to accommodate a new

Global Positioning System (GPS)

Standard Instrument Approach