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[Federal Register Volume 62, Number 23 (Tuesday, February 4, 1997)]
[Proposed Rules]
[Pages 5188-5194]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-2636]

[[Page 5188]]

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DEPARTMENT OF TRANSPORTATION
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).

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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

[[Page 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 pre-NPRM 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

[[Page 5190]]

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

[[Page 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-for-profit 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.

Sec. 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 deg.26'10'' N., long. 112 deg.00'34'' W.)
Phoenix VORTAC
    (Lat. 33 deg.25'59'' N., long. 111 deg.58'13'' W.)

[[Page 5192]]

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 deg.30'34'' N., long. 
112 deg.10'08'' W.), extending east along Camelback Road to the 
intersection of Camelback Road and Dobson Road (lat. 33 deg.30'07'' 
N., ong. 111 deg.52'26'' W.), thence south on Dobson Road to the 
intersection of Dobson Road and Guadalupe Road (lat. 33 deg.21'49'' 
N., long. 111 deg.52'35'' W.), thence west on Guadalupe Road to the 
intersection of Guadalupe Road and Interstate 10 (lat. 
33 deg.21'50'' N., long. 111 deg.58'08'' W.), thence direct to lat. 
33 deg.21'48'' N., long. 112 deg.06'30'' W., thence west on 
Guadalupe Road to the intersection of Guadalupe Road and 51st Avenue 
(lat. 33 deg.21'46'' N., long. 112 deg.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 deg.30'29'' N., long. 
112 deg.16'22'' W.), thence east on Camelback Road to the 
intersection of Camelback Road and 51st Avenue (lat. 33 deg.30'34'' 
N., long. 112 deg.10'08'' W.), thence south on 51st Avenue to the 
intersection of 51st Avenue and Guadalupe Road (lat. 33 deg.21'46'' 
N., long. 112 deg.10'09'' W.), thence direct to lat. 33 deg.21'48'' 
N., long. 112 deg.06'30'' W., thence south direct to lat. 
33 deg.18'18'' N., long. 112 deg.06'30'' W., thence west on Chandler 
Boulevard to the intersection of Chandler Boulevard and the Gila 
River (lat. 33 deg.18'18'' N., long. 112 deg.13'11'' W.), thence 
northwest along the Gila River to the intersection of the Gila River 
and 99th Avenue, (lat. 33 deg.22'38'' N., long. 112 deg.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 deg.21'50'' N., long. 
111 deg.58'08'' W.), thence south on Interstate 10 to the 
intersection of Interstate 10 and Chandler Boulevard (lat. 
33 deg.18'19'' N., long. 111 deg.58'21'' W.), thence east on 
Chandler Boulevard to the intersection of Gilbert Road and Chandler 
Boulevard (lat. 33 deg.18'19'' N., long. 111 deg.47'22'' W.), thence 
north on Gilbert Road to the intersection of Indian Bend Road (lat. 
33 deg.32'20'' N., long. 111 deg.47'23'' W.), thence west on Indian 
Bend Road to the intersection of Indian Bend Road and Pima/Price 
Road (lat. 33 deg.32'18'' N., long. 111 deg.53'29'' W.), thence 
south on Pima/Price Road to the intersection of Pima/Price Road and 
Camelback Road (lat. 33 deg.30'07'' N, long. 111 deg.53'29'' W.), 
thence east on Camelback Road to Dobson Road (lat. 33 deg.30'07'' N, 
long. 111 deg.52'26'' W.), thence south on Dobson Road to the 
intersection of Dobson Road and Guadalupe Road (lat. 33 deg.32'49'' 
N., long. 111 deg.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 deg.35'35'' N., long. 111 deg.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 deg. 
radial (lat. 33 deg.29'46'' N., long. 111 deg.34'44'' W.), thence 
west along the Phoenix VORTAC 079 deg. radial to the intersection of 
the Phoenix VORTAC 079 deg. radial and the 15-mile arc of the 
Phoenix VORTAC (lat. 33 deg.28'50'' N., long. 111 deg.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 deg. radial (lat. 33 deg.19'37'' N., long. 
111 deg.41'59''W.), thence southeast along the Phoenix VORTAC 
115 deg. radial to the intersection of the Phoenix VORTAC 115 deg. 
radial and the Phoenix VORTAC 20-mile arc (lat. 33 deg.17'29'' N., 
long. 111 deg.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 deg.12'58'' N., long. 111 deg.40'04'' W.), 
thence west along Riggs Road to the intersection of the Gila River 
and Valley Road (lat. 33 deg.13'10'' N., long. 112 deg.09'58'' W.), 
thence northwest along the Gila River to the intersection of the 
Gila River and Chandler Boulevard (lat. 33 deg.18'18'' N., long. 
112 deg.12'03'' W.), thence east to lat. 33 deg.18'18'' N., long. 
112 deg.06'30'' W., thence north to lat. 33 deg.21'48'' N., long. 
112 deg.06'30'' W., thence east to the intersection of Guadalupe 
Road and Interstate 10 (lat. 33 deg.21'50'' N., long. 
111 deg.58'08'' W.), thence south on Interstate 10 to the 
intersection of Interstate 10 and Chandler Boulevard (lat. 
33 deg.18'19'' N., long. 111 deg.58'21'' W.), thence east along 
Chandler Boulevard to the intersection of Chandler Boulevard and 
Gilbert Road (lat. 33 deg.18'18'' N., long. 111 deg.47'22'' W.), 
thence north along Gilbert Road to the intersection of Indian Bend 
Road (lat. 33 deg.32'20'' N., long. 111 deg.47'23'' W.), thence west 
along Indian Bend Road to the intersection of Pima/Price Road (lat. 
33 deg.32'18'' N., long. 111 deg.53'29'' W.), thence south along 
Pima/Price Road to the intersection of Pima/Price Road and Camelback 
Road (lat. 33 deg.30'07'' N., long. 111 deg.53'29'' W.), thence west 
along Camelback Road to the intersection of 99th Avenue (lat. 
33 deg.30'29'' N., long. 112 deg.16'22'' W.), thence south on 99th 
Avenue to the intersection of 99th Avenue and the Gila River (lat. 
33 deg.19'55'' N., long. 112 deg.16'21'' W.), thence southeast along 
the Gila River to the intersection of the Gila River and Chandler 
Boulevard (lat. 33 deg.18'18'' N., long. 112 deg.12'03'' W.), thence 
west along Chandler Boulevard to the intersection of an extension of 
Chandler Boulevard and Litchfield Road (lat. 33 deg.18'18'' N., 
long. 112 deg.21'29'' W.), thence north along Litchfield Road to the 
intersection of Litchfield Road and Camelback Road (lat. 
33 deg.30'29'' N., long. 112 deg.21'29'' W.), thence east along 
Camelback Road to lat. 33 deg.30'30'' N., long. 112 deg.19'23'' W., 
thence direct to lat. 33 deg.35'34'' N., long. 112 deg.13'55'' W., 
thence direct to lat. 33 deg.36'35' N., long. 112 deg.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 deg.41'41'' N., 
long. 112 deg.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 deg.35'35'' N., long. 111 deg.37'13'' W.), 
thence west on Cactus Road, to the intersection of Cactus Road and 
Thunderbird Road (lat. 33 deg.36'35'' N., long. 112 deg.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 deg.12'58'' 
N., long. 111 deg.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 deg.07'58'' N., long. 
112 deg.08'40'' W.), thence north along Valley Road to the 
intersection of Valley Road, Riggs Road and the Gila River (lat. 
33 deg.13'10'' N., long. 112 deg.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 deg.30'30'' N., long. 112 deg.27'37'' W.), thence east on 
Camelback Road to the intersection of Camelback Road and Litchfield 
Road (lat. 33 deg.30'29'' N., long. 112 deg.21'29'' W.), thence 
south on Litchfield Road to the intersection of Litchfield Road and 
Chandler Boulevard (lat. 33 deg.18'18'' N., long. 112 deg.21'29'' 
W.), thence west along Chandler Boulevard to the intersection of the 
25-mile arc of the Phoenix VORTAC (lat. 33 deg.18'10'' N., long. 
112 deg.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 deg.46'13'' N., long. 112 deg.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 deg.49'30'' N., long. 
112 deg.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 deg.44'31'' N., long. 112 deg.07'18'' W.), thence 
counterclockwise along the 20-mile arc of the Phoenix VORTAC to lat. 
33 deg.41'41'' N., long. 112 deg.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 deg. radial (lat. 33 deg.45'57'' N., long. 111 deg.56'07''' W.), 
thence north along the Phoenix VORTAC 005 deg. radial to the 
intersection of the Phoenix VORTAC 005o radial and the 25-mile arc 
of the Phoenix VORTAC (lat. 33 deg.50'56'' N., long. 111 deg.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 deg. radial (lat. 33 deg.48'40'' N., long. 
111 deg.45'32'' W.), thence southwest along the Phoenix VORTAC 
025 deg. radial to the intersection of the Phoenix VORTAC 025 deg. 
radial and the 20-mile arc of the Phoenix VORTAC (lat. 
33 deg.44'08'' N., long. 111 deg.48'05'' W.), thence 
counterclockwise along the 20-

[[Page 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 deg. 
radial (lat. 33 deg.17'29'' N., long. 111 deg.36'35'' W.), thence 
southeast along the Phoenix VORTAC 115 deg. radial to the 
intersection of the Phoenix VORTAC 115 deg. radial and the 25-mile 
arc of the Phoenix VORTAC (lat. 33 deg.15'21'' N., long. 
111 deg.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 deg. radial (lat. 33 deg.01'29'' 
N., long. 111 deg.57'02'' W.), thence north along the Phoenix VORTAC 
168 deg. radial to the intersection of the Phoenix VORTAC 168 deg. 
radial and the 20-mile arc of the Phoenix VORTAC (lat. 
33 deg.06'23'' N., long. 111 deg.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 deg. 
radial (lat. 33 deg.28'50'' N., long. 111 deg.40'37'' W.), thence 
northeast along the Phoenix VORTAC 079 deg. radial to the 
intersection of the Phoenix VORTAC 079 deg. radial and the 20-mile 
arc of the Phoenix VORTAC (lat. 33 deg.29'46'' N., long. 
111 deg.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 deg. radial (lat. 33 deg.17'29'' 
N., long. 111 deg.36'35'' W.), thence northwest along the Phoenix 
VORTAC 115 deg. radial to the intersection of the Phoenix VORTAC 
115 deg. radial and the 15-mile arc of the Phoenix VORTAC (lat. 
33 deg.19'37'' N., long. 111 deg.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 deg. 
radial (lat. 33 deg.44'08'' N., long. 111 deg.48'05'' W.), thence 
northeast along the Phoenix VORTAC 025 deg. radial to the 
intersection of the Phoenix VORTAC 025 deg. radial and the 25-mile 
arc of the Phoenix VORTAC (lat. 33 deg.48'40'' N., long. 
111 deg.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 deg. radial (lat. 33 deg.15'21'' 
N., long. 111 deg.31''12'' W.), thence northwest along the Phoenix 
VORTAC 115 deg. radial to the intersection of the Phoenix VORTAC 
115 deg. radial and the 20-mile arc of the Phoenix VORTAC (lat. 
33 deg.17'29'' N., long. 111 deg.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.

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[GRAPHIC] [TIFF OMITTED] TP04FE97.004

[FR Doc. 97-2636 Filed 2-3-97; 8:45 am]
BILLING CODE 4910-13-C
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