Federal Register / Vol. 72, No. 28 / Monday, February 12, 2007 / Proposed Rules 6501 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 149 products of U.S. 

registry. We also estimate that it would 

take about 2 work-hours per product to 

comply with the requirements of this 

proposed AD. The average labor rate is 

$80 per work-hour. 

Based on these figures, we estimate 

the cost of the proposed AD on U.S. 

operators to be $23,840, or $160 per 

product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the National 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 

British Aerospace (Operations) Limited 

Trading As British Aerospace Regional 

Aircraft (Type Certificate No. A21EU) 

and British Aerospace Regional Aircraft 

(Type Certificate No. A56EU): Docket 

No. FAA–2007–27070; Directorate 

Identifier 2007–CE–003–AD. 

Comments Due Date 

(a) We must receive comments by March 

14, 2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Models HP.137 

Mk.1, Jetstream Series 200, Jetstream Series 

3101, and Jetstream Model 3201 airplanes, all 

serial numbers, certificated in any category. 

Subject 

(d) Air Transport Association of America 

(ATA) Code 32: Landing Gear. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

This Airworthiness Directive * * * is 

published in order to maintain the structural 

integrity of the applicable aircraft. The 

Service Bulletin provides life limits for 

critical landing gear components. Failure of 

such items could lead to unsafe conditions. 

Actions and Compliance 

(f) Unless already done, within 60 days 

after the effective date of this AD, comply 

with the requirements given in BAE Systems 

British Aerospace Jetstream Series 3100 and 

3200 Service Bulletin 32–JA981042 Rev 5, 

dated November 1, 2005. 

Note 1: The compliance times of this AD 

are presented in cycles (landings) since new 

(CSN). If you do not keep the total CSN, then 

you may multiply the total number of 

airplane hours time-in-service by 0.75. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: We 

allow a different method for calculating the 

CSN of a component listed in this AD. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Staff, 

FAA, ATTN: Taylor Martin, Aerospace 

Engineer, FAA, Small Airplane Directorate, 

901 Locust, Room 301, Kansas City, Missouri 

64106; telephone: (816) 329–4138; fax: (816) 

329–4090, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et. seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) AD No.: 2006–0087, 

dated April 18, 2006, and BAE Systems 

British Aerospace Jetstream Series 3100 and 

3200 Service Bulletin 32–JA981042 Rev 5, 

dated November 1, 2005, for related 

information. 

Issued in Kansas City, Missouri, on 

February 5, 2007. 

David R. Showers, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–2312 Filed 2–9–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2005–23437; Airspace 

Docket No. 05–AWA–2] 

RIN 2120–AA66 

Proposed Modification of the Phoenix 

Class B Airspace Area; Arizona 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

modify the Phoenix (PHX), AZ, Class B 

airspace area. Specifically, this action 

proposes to lower the ceiling to 9,000 

feet mean sea level (MSL) and expand 

the arrival extension boundaries to 30 

Nautical Miles (NM) to ensure the 

containment of the PHX Standard 


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Terminal Arrival Routes (STAR) at the 

Phoenix Sky Harbor International 

Airport, and correct the inefficiencies of 

several existing areas identified during 

public meetings, and reviews of the 

airspace by the Phoenix Airspace Users 

Work Group (PAUWG) and Phoenix 

Terminal Radar Approach Control 

(TRACON P50). The FAA is proposing 

this action to improve the flow of air 

traffic, enhance safety, and reduce the 

potential for midair collision in the PHX 

Class B airspace area, while 

accommodating the concerns of airspace 

users. Further, this effort supports the 

FAA’s national airspace redesign goal of 

optimizing terminal and en route 

airspace areas to reduce aircraft delays 

and improve system capacity. 

DATES: Comments must be received on 

or before April 13, 2007. 

ADDRESSES: Send comments on this 

proposal to the Docket Management 

System, U.S. Department of 

Transportation, Room Plaza 401, 400 

Seventh Street, SW., Washington, DC 

20590–0001. You must identify FAA 

Docket No. FAA–2004–23437 and 

Airspace Docket No. 05–AWA–2, at the 

beginning of your comments. 

FOR FURTHER INFORMATION CONTACT: Ken 

McElroy, Airspace and Rules, Office of 

System Operations Airspace and AIM, 

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 both 

docket numbers (FAA Docket No. FAA–

2005–23437 and Airspace Docket No. 

05–AWA–2) and be submitted in 

triplicate to the Docket Management 

System (see ADDRESSES section for 

address and phone number). You may 

also submit comments through the 

Internet at http://dms.dot.gov. 

Commenters wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed, stamped 

postcard on which the following 

statement is made: ‘‘Comments to FAA 

Docket No. FAA–2005–23437 and 

Airspace Docket No. 05–AWA–2.’’ The 

postcard will be date/time stamped and 

returned to the commenter. 

All communications received on or 

before the specified closing date for 

comments will be considered before 

taking action on the proposed rule. The 

proposal contained in this action may 

be changed in light of comments 

received. All comments submitted will 

be available for examination in the 

public docket both before and after the 

closing date for comments. A report 

summarizing each substantive public 

contact with FAA personnel concerned 

with this rulemaking will be filed in the 

docket. 

Availability of NPRM’s 

An electronic copy of this document 

may be downloaded through the 

Internet at http://dms.dot.gov. Recently 

published rulemaking documents can 

also be accessed through the FAA’s Web 

page at http://www.faa.gov, or the 

Federal Register’s Web page at http:// 

www.gpoaccess.gov/fr/index.html. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office (see 

ADDRESSES section for address and 

phone number) between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. An informal docket 

may also be examined during normal 

business hours at the office of the 

Regional Air Traffic Division, Federal 

Aviation Administration, 15000 

Aviation Boulevard, Lawndale, CA 

90261. 

Persons interested in being placed on 

a mailing list for future NPRMs should 

contact the FAA’s Office of Rulemaking, 

(202) 267–9677, for a copy of Advisory 

Circular No. 11–2A, Notice of Proposed 

Rulemaking Distribution System, which 

describes the application procedure. 

Background 

In 1989, the FAA issued a final rule 

establishing the Phoenix Terminal 

Control Area (TCA). This area was later 

re-classified as a Class B airspace area 

as a result of the Airspace 

Reclassification Final Rule (56 FR 

65638). Since its establishment, the 

Phoenix Class B airspace area has 

undergone several modifications. The 

existing Class B airspace area was 

developed in the early 1990s and 

revised in 1998 (63 FR 58291). Reviews 

of the airspace were conducted by 

representatives of P50 and the results 

presented to the PAUWG at regularly 

scheduled meetings during the last 

twelve months. These reviews indicated 

that the current Class B airspace 

contained areas of inefficiencies where 

boundary location/identification can be 

improved, and identified areas in need 

of modification to ensure the 

containment of STARs within Class B 

airspace. The proposed Class B airspace 

modifications will address these 

matters. 

Public Input 

As announced in the Federal Register 

(71 FR 5102), informal airspace 

meetings were held April 25, 2006, at 

the Glendale Airport Terminal Building, 

Glendale AZ; April 27, 2006, at 

Williams Gateway Airport, Mesa, AZ; 

and May 2, 2006 at the Deer Valley 

Airport, Phoenix, AZ. These meetings 

allowed interested airspace users an 

opportunity to present their views and 

offer suggestions regarding planned 

modifications to the PHX Class B 

airspace area. All comments received 

during the informal airspace meetings 

and the subsequent comment period 

were considered in developing this 

proposal. 

The Airline Pilots Association, 

International (ALPA) cited the 

continuing problem of Traffic Alert and 

Collision Avoidance System (TCAS) 

resolution advisories with the current 

ceiling of 3,000 feet on the final 

approach course. Pointing out their 

agreement with lowering the airspace 

floor on the final from 3,000 to 2,700 

feet, they endorsed the proposal. 

The Aircraft Owners and Pilots 

Association (AOPA), Deer Valley Pilots 

Association (DVPA) and the Arizona 

Pilots Association (APA) provided 

detailed comments and alternatives to 

consider. These organizations advised 

their members to comment to the FAA 

in support of their well-advertised 

counter proposals. Of 82 written 

comments received, 24 specifically 

indicated their concurrence to similar 

APA or AOPA proposals. An additional 

29 comments, in a form letter published 

on the DVPA website, indicated 

concurrence with the ‘‘ad-hoc 

committee’’ alternate proposal. 

Although the PAUWG ad-hoc 

committee did not author a proposal as 

referenced, language in the website 

indicated concurrence with the AOPA 

and APA alternate proposals. The 

remaining commenters responded with 

similar concerns or concurrence with 

the FAA proposal. 

Two glider operators are affected by 

the lowering of the ceiling. 14 CFR 

91.215 exempts gliders from the Mode 

C requirement within the Mode C Veil 

up to 10,000 feet or the ceiling of the 

Class B Airspace, whichever is lower. 

The 9,000-foot ceiling would thus limit 

non-Mode C equipped gliders to that 


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altitude. P50 has agreed to enter into a 

Letter of Agreement (LOA) with these 

operators, providing relief from the 

provisions of 14 CFR 91.215(b) (3) (ii). 

Three comments received were in 

favor of the 9,000-foot ceiling. They 

cited the increased ability to fly over the 

airspace at a lower altitude. Seven 

comments were in opposition of the 

9,000-foot ceiling due to the potential 

impact to the glider community. Four of 

these stated that the 9,000-foot ceiling 

would be acceptable if there were a LOA 

waiving the requirements of 14 CFR 

91.215(b) (3) (ii). 

The FAA agrees that lowering the 

ceiling to 9,000 feet will accomplish the 

goal of having arrival traffic enter the 

top of Class B airspace. Additionally, 

the lower ceiling will enable Visual 

Flight Rules (VFR) traffic to transit the 

Phoenix area at a lower altitude above 

the Class B airspace without contacting 

ATC. The impact to the glider 

community will be eliminated with a 

LOA waiving the requirements of 14 

CFR 91.215(b) (3) (ii). 

Numerous individual commenters 

expressed a general criticism of the 

complex design, including those in 

agreement with alternative proposals 

expressing concerns over being able to 

navigate around Distance Measuring 

Equipment (DME) arcs. A frequent 

statement was made that ‘‘without 

moving map avionics, I will be unable 

to identify the boundaries’’. DVPA 

objected to the use of DME arcs since 

the General Aviation (GA) pilot 

primarily uses pilotage for navigation. 

Use of DME would require pilots to 

spend too much time looking in the 

cockpit rather than for traffic. 

The current method for defining 

airspace boundaries on the final, within 

15 NM of PHX, is through north-south 

road alignments requiring local 

knowledge. Large turbine-powered 

aircraft are required to operate at or 

above the floors of the Class B airspace 

while arriving and departing the 

primary airport. Transient pilots, 

without local area knowledge, have no 

reliable means to determine their 

position relative to the next floor of 

airspace. The current Class B airspace 

has multiple areas defined along the 15, 

20, and 25 DME arcs. The use of DME 

arcs to define the Class B airspace is 

consistent with other airports around 

the country. FAA Order 7400.2E para 

15–2–3 b., prescribes the use of 

Navigational Aid (NAVAIDS) as 

references where available to describe 

the airspace. The Phoenix area has 

abundant geographical features that 

assist in basic pilotage around the 

proposed airspace. This is currently the 

case with the existing 15, 20, and 25 

DME arcs. 

Area A 

Several commenters and 

organizations objected to the ‘‘Bowtie’’

design of the surface area and suggested 

that defining the surface area was 

difficult north and south of PHX since 

it is not associated with any Very High 

Frequency Ommidirectional Range 

(VOR) radials or ground reference 

points. 

The FAA does not agree. Large 

turbine-powered aircraft arriving PHX 

are required to be sequenced to a 5 NM 

final. Jet aircraft departures may only 

diverge upon reaching a point 5 NM east 

or west of the airport due to noise 

abatement procedures. Large turbinepowered aircraft departures may diverge 

30 degrees from runway heading on 

departure. The result is large areas north 

and south of the PHX airport that large 

turbine-powered aircraft never traverse. 

The published East/West Transition 

route over PHX is a heavily used 

transition through the Class B airspace 

between 3,500–5,000 feet. The current 

surface area requires TRACON to keep 

these aircraft on frequency until 

departing the surface area 

approximately 5 NM from the airport. 

The proximity of the Scottsdale Airport 

(SDL) and Phoenix Deer Valley Airport 

(DVT) Class D airspace to the current 

Class B airspace offers little time for 

aircraft to establish contact with these 

facilities prior to entering their airspace. 

South of PHX, the transition is 

bracketed by 3,000-foot areas. These 

areas force aircraft, using the transition, 

to descend below the published 

transition altitudes enroute to Stellar 

Airpark (P19), Chandler Municipal 

Airport (CHD), and Williams Gateway 

Airport (IWA), or points east. The 

Bowtie configuration and adjacent 

airspace change proposals will allow 

these aircraft to change frequencies 

sooner and fly at higher altitudes below 

Class B airspace. Aircraft flying the 

charted transition route will remain 

well clear of the surface area diagonals. 

Area B 

Several commenters suggested 

retaining the existing road definitions 

contained in the current Class B 

airspace description for the surface area. 

One commentor suggested that if DME 

arcs were used, they should be made 

tangential to the inside of the existing 

51st and 99th Avenue alignments. 

This area retains the existing 3,000- 

foot airspace to the west of PHX. A 

continuation of the southwest diagonal 

of the surface area A is used for the 

southern boundary. The use of DME 

arcs to define Class B airspace is 

consistent with FAA policies. The 

proposed 10 and 15 DME arcs will be 

tangent to the current 51st and 99th 

Avenue alignments, affording a 

convenient reference for nonparticipating local pilots to navigate. 

Area C 

Numerous individual commenters 

and those in agreement with alternative 

proposals, expressed concern over the 

1,470 foot Mesa Towers and their affect 

on the VFR Flyway. 14 CFR 91.119, 

Minimum Safe Altitudes: General, 

requires 1,000-foot vertical and 2,000- 

foot horizontal separation. Several 

commenters stated, if a power unit fails, 

the 2,700-foot base of the Class B 

airspace would not allow them to 

operate at an altitude allowing an 

emergency landing. AOPA commented 

that if the floor is lowered 300 feet, then 

the adjacent sector must remain as large 

as possible. 

The FAA does not agree. Moving the 

VFR flyway east of the PXR 10 DME will 

encourage aircraft to operate away from 

an area of intense large turbine-powered 

aircraft activity. The flyway will pass 

over FFZ airport at a higher 

recommended altitude allowing more 

time for a contingency involving a 

power failure. Non-participating aircraft 

can still operate under the 2,700-foot 

shelf and meet the requirements of FAR 

91.119 by maintaining 2,000 feet 

horizontal clearance from the obstacle 

(Mesa Towers). The airspace that is 

lowered no longer includes the areas 

north of Camelback Road and south of 

Guadalupe Road. That adjoining 

airspace will be raised 1,000 feet, with 

one airspace area, raised 2,000 feet in 

the area north of Stellar Airpark. This 

airspace will allow aircraft choosing to 

circumnavigate the Class B airspace to 

fly at the recommended 3,500 feet along 

the flyway east of the PXR 10 DME. 

Area D 

AOPA, APA and DVPA endorsed 

proposals suggesting the 4,000-feet area 

retain its uniformity across the north 

and south valleys. 

The current surface area and 4,000 

foot area north of PHX, would be raised 

to 5,000 feet. This decompresses traffic 

operating under the Class B airspace 

near the mountains immediately north 

of PHX. Aircraft requesting a transition 

south over PHX, can contact TRACON 

at a higher altitude approaching the 

transition in an area of limited radar and 

radio coverage. Aircraft not receiving 

Class B clearance are expected to remain 

outside of the airspace if clearance is 

not received. The current airspace 

requires aircraft to remain below 4,000 


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feet in areas of terrain as high as 2,700 

feet, or north of this area at a higher 

altitude, in the vicinity of the SDL and 

DVT airports until clearance is received. 

Raising the airspace to 5,000 feet and 

increasing its size to the south achieves 

the goal of enabling more vertical 

airspace for aircraft to maneuver and to 

see and avoid traffic. The majority of 

aircraft requesting the transition operate 

at speeds less than 150 knots. Two 

major freeways identifying the airspace 

boundaries bracket this volume as a 

ground reference favored by many 

commenters. They are approximately 

12.5 NM apart providing ample room to 

maneuver. 

Area E 

The current surface area and 4,000 

foot area south of PHX would be raised 

to 5,000 feet. This decompresses traffic 

operating under the Class B airspace 

near South Mountain. This area raises 

portions of the Class B airspace 

currently at 3,000 feet northwest of the 

CHD airport. At this time, aircraft 

departing the transition must descend 

below 3,000 feet before turning east, 

then must contact CHD tower for 

transition through the CHD Class D 

airspace below 3,000 feet. The proposed 

change would offer the option of flying 

over CHD Class D airspace. The higher 

altitude offers the opportunity to fly 

higher south and west from south valley 

airports. Additionally, the southern 

boundary is contracted north 

approximately 3 NM allowing nonparticipating aircraft to operate at higher 

altitudes. 

Area F 

One commenter suggested that the 

existing 6,000 foot shelf be extended 

north over Luke AFB consistent with 

the lateral limits proposed by the FAA. 

The APA and one commenter provided 

detailed graphics of the potential of 

raising the Instrument Landing System 

(ILS) glide slope to 3.5 degrees. 

The FAA does not agree. In this area, 

the airspace is being expanded to 

contain PHX arrival traffic during 

periods of sustained arrival demand and 

for the development of simultaneous 

independent ILS approach procedures 

during peak traffic operations. The 

ability to develop these procedures is 

critical in enabling PHX TRACON to 

efficiently and safely manage the arrival 

rate demand during reduced visibility 

conditions. ALPA stated they oppose 

any effort to raise the ILS glide slope 

above the three degree standard as 

suggested by the APA. 

Area G: No comments specific to this 

area received. 

Area H 

One commenter stated the advantage 

of this small block of airspace is offset 

by the difficulty pilots will have in 

locating the boundaries. Another 

emphasized this block of airspace needs 

to be simplified. AOPA, APA & DVPA 

proposals are in favor of a rectangular 

4,000-foot area containing this area. 

The FAA does not agree. The 

Minimum Vectoring Altitude (MVA) in 

this area is 5,000 feet. Current Class B 

airspace and alternative proposals, 

contain this area in a 4,000-foot area. 

TRACON cannot operate in this area 

below the MVA, and though a 

rectangular area with a floor of 4,000 

feet as suggested may aid in 

simplification, it is overly restrictive to 

pilots able to navigate around or below 

it. Aircraft, navigating via the currently 

published Gila Route without Class B 

clearance, will be able to avoid the 

airspace below 5,000 feet. TRACON 

requires this area to descend aircraft on 

a base leg to join the ILS at CAGOR 

intersection (PXR 16 DME) at 5,000 feet. 

Area I 

Numerous individual comments and 

those in agreement with alternative 

proposals expressed concerns over 

being able to climb above higher terrain 

east of PHX. AOPA commented in 

reference to FAA Advisory Circular AC 

No: 91–36D, VFR Flight Near Noise 

Sensitive Areas, referencing the 

Superstition Mountains. 

The FAA does not agree. This 

airspace is expanded to contain PHX 

arrival traffic during periods of 

sustained arrival demand, and for the 

development of simultaneous 

independent ILS approach procedures 

during west traffic. The ability to 

develop these procedures is critical in 

enabling PHX TRACON to efficiently 

and safely manage the arrival rate 

demand during reduced visibility 

conditions. Non-participating aircraft 

have the option of adjusting their flight 

to avoid precipitous terrain or calling 

TRACON for a Class B clearance in 

order to climb sooner. AC–91–36D does 

not apply where it would conflict with 

regulations, ATC instructions, or where 

a pilot believes that operating below 

2,000 feet is necessary for safety of 

flight. 

Area J: No comments specific to this 

area received. 

Area K: No comments specific to this 

area received. 

Area L 

The Class B Airspace southern 

boundary in this area would be 

expanded south to contain ARLIN 

Arrivals on the IWA R–256 radial at 

6,000 feet. AOPA and APA 

recommended in the alternative 

proposals that a portion of this area be 

included in the 4,000-foot area 

rectangle. 

The 4,000-foot rectangular area, as 

proposed, would represent a barrier to 

non-participating aircraft attempting to 

navigate north of the Estrella mountains. 

Terrain penetrates the suggested area 

with a 4,512-foot peak and surrounding 

terrain. This area would be more 

restrictive than the current airspace, 

thus forcing non-participating aircraft 

closer to the ground. The MVA in this 

area is 5,500 feet and does not require 

Class B protection at 4,000 feet. 

Area M and Q 

One commenter, and the alternative 

proposals, suggest that the tab could be 

narrower if aircraft were not vectored off 

the published arrival routes until they 

are within the Mode C Veil. 

The FAA does not agree. Aircraft 

arriving on the PXR 336R STAR are 

vectored off the arrival for sequencing to 

the base leg during east traffic 

operations. These aircraft need to be on 

a base leg at sufficient distance to allow 

a simultaneous downwind flow from 

the northeast arrival STAR. Retaining 

the aircraft on the arrival until closer to 

the airport would require multiple 

vectors to position aircraft, creating 

sector complexity and an inefficient 

operation. 

Area N 

The alternative proposals omit this 

area in favor of retaining the existing 

6,000-foot area. Only large turbinepowered aircraft, departing PHX and 

forced to level at 7,000 feet to avoid 

arrival traffic at 8,000 feet, use this area. 

TRACON does need 6,000 feet in this 

area for PHX traffic. The current 6,000- 

foot area forces non-participating traffic 

to remain below 6,000 until 20 NM 

when climbing north out of the valley. 

This causes conflict with numerous 

high performance aircraft on the SWIRL 

arrival to the SDL and DVT airports. 

These aircraft are required to level at 

6,000 due to MVA restrictions until 

approaching 20NM north of PHX before 

descending. The added 1,000 feet of 

airspace will offer the opportunity for 

non-participating aircraft to climb 

higher and de-conflict with these 

aircraft. 

Area O: No comments specific to this 

area received. 

Area P: No comments specific to this 

area received. 

Area Q: See ‘‘Area M’’. 

Area R: No comments specific to this 

area received. 


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Area S: No comments specific to this 

area received. 

Area T: No comments specific to this 

area received. 

Area U 

One GA pilot representative 

organization suggested that this area is 

unnecessary for airline approaches that 

strictly remain on the 3 degree 

published glide slope. 

The FAA does not agree. The PXR 10 

DME arc used to define part of the 

2,700-foot Area C, overlaps the FFZ 

Class D airspace. FFZ ATCT has 

operational need to retain this airspace 

for its traffic within Class D below 3400 

feet. As part of this proposal, FFZ has 

agreed to amend its Class D boundary to 

the area east of Gilbert Road. This 

would allow non-participating aircraft 

operating under the 2,700-foot floor 

beyond the 6 DME surface area, to retain 

the same lateral space between the 

surface area and Class D airspace that 

currently exists. In order to provide a 

DME reference to aircraft on final and to 

protect ILS crossing altitudes, the area 

above FFZ Class D airspace between 

Gilbert Road and the PXR 10 DME, is 

defined as Class B Floor 3,400 feet. This 

also provides a north-south road 

reference for locally based pilots to 

avoid Class B and D airspace. 

The Proposal 

The FAA is proposing an amendment 

to Title 14 Code of Federal Regulations 

(14 CFR) part 71 to modify the PHX 

Class B airspace area. Specifically, this 

action (depicted on the attached chart) 

proposes to expand the eastern 

boundary to ensure the containment of 

the PHX STARs within Class B airspace 

and reconfigure several existing areas, 

correcting areas of inefficiencies 

identified during public meetings 

hosted by Phoenix TRACON. These 

proposed modifications would reduce 

the overall size of the PHX Class B 

airspace area, improve the containment 

of turbo-jet aircraft within the airspace, 

and improve the alignment of lateral 

boundaries with VOR radials and visual 

landmarks for improved VFR 

navigation. 

The following are the proposed 

revisions for the PHX Class B airspace: 

The floor of the airspace east and west 

of PHX is lowered to contain PHX 

arrival traffic during periods of 

sustained arrival demand. Additionally, 

these proposed changes would facilitate 

the planned development of 

simultaneous, independent ILS 

approach procedures by creating 

necessary Class B airspace to contain 

the new procedures. The ability to 

develop these procedures is critical in 

enabling PHX to sustain an arrival rate 

equivalent to demand during reduced 

visibility conditions. During these 

periods, the airport arrival rate (AAR) is 

reduced by over 30%, from 72 aircraft 

an hour to 48 aircraft an hour. This 

creates a nationwide impact to the 

National Airspace System (NAS) that in 

the past has taken the user days to 

recover. The floor north and south of 

PHX is raised to create greater access for 

VFR aircraft in areas that do not require 

Class B airspace. 

The results of the proposed Phoenix 

Class B changes are the proper 

containment of large turbine-powered 

aircraft within Class B airspace, more 

efficient traffic management during 

periods of reduced visibility, increased 

arrival rate demand, de-confliction of 

non-participating aircraft operating in 

close proximity to ILS crossing altitudes 

east of the airport, and better alignment 

of lateral boundaries with prominent 

and abundant visual landmarks for 

improved VFR navigation. 

Regulatory Evaluation Summary 

Changes to Federal regulations must 

undergo several economic analyses. 

First, Executive Order 12866 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, this Trade 

Act requires agencies to consider 

international standards and, where 

appropriate, that they be the basis of 

U.S. standards. Fourth, the Unfunded 

Mandates Reform Act of 1995 (Pub. L. 

104–4) requires agencies to prepare a 

written assessment of the costs, benefits, 

and other effects of proposed or final 

rules that include a Federal mandate 

likely to result in the expenditure by 

State, local, or tribal governments, in the 

aggregate, or by the private sector, of 

$100 million or more annually (adjusted 

for inflation with base year of 1995). 

This portion of the preamble 

summarizes the FAA’s analysis of the 

economic impacts of this proposed rule. 

We suggest readers seeking greater 

detail read the full regulatory 

evaluation, a copy of which we have 

placed in the docket for this rulemaking. 

In conducting these analyses, the FAA 

has determined that this proposed rule: 

(1) Has benefits that justify its costs, (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) 

would not have a significant economic 

impact on a substantial number of small 

entities; (5) would not create 

unnecessary obstacles to the foreign 

commerce of the United States; and (6) 

would not impose an unfunded 

mandate on state, local, or tribal 

governments, or on the private sector by 

exceeding the threshold identified 

above. These analyses are summarized 

below. 

This NPRM would modify Phoenix, 

AZ, Class B airspace at Phoenix Sky 

Harbor International Airport. The 

proposed rule would lower the altitude 

ceiling of the airspace and expand the 

arrival extension boundaries. The 

NPRM would generate benefits for 

system users and the FAA in the form 

of enhanced operational efficiency, 

simplified navigation in the Phoenix 

terminal area and may reduce 

circumnavigation costs. Since Class B 

airspace is already in place at Phoenix, 

and since the modifications proposed in 

this rule are a contraction of the Class 

B airspace, minimal costs, if any, would 

result. Thus, the FAA has determined 

this proposed rule would be costbeneficial. 

Initial 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, 


jlentini on PROD1PC65 with PROPOSAL
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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. 

This proposed rule should not impose 

any circumnavigation costs on 

individuals operating in the Phoenix 

area and the proposed rule would not 

impose any costs on small business 

entities. Operators of GA aircraft are 

considered individuals, not small 

business entities, and are not included 

when performing a regulatory flexibility 

analysis. Flight schools are considered 

small business entities. However, the 

FAA assumes that they provide 

instruction in aircraft equipped to 

navigate in Class B airspace given they 

currently provide instruction in the 

Phoenix terminal area. Therefore, the 

FAA certifies that this proposed rule 

would not have a significant economic 

impact on a substantial number of small 

entities. The FAA solicits comments 

from affected entities with respect to 

this finding and determination. 

International Trade Impact Assessment 

The Trade Agreements Act of 1979 

(Public Law 96–39) prohibits Federal 

agencies from establishing any 

standards or engaging in related 

activities that create unnecessary 

obstacles to the foreign commerce of the 

United States. Legitimate domestic 

objectives, such as safety, are not 

considered unnecessary obstacles. The 

statute also requires consideration of 

international standards and, where 

appropriate, that they be the basis for 

U.S. standards. The FAA has assessed 

the potential effect of this proposed rule 

and has determined that it would have 

only a domestic impact and therefore no 

affect on international trade. 

Unfunded Mandates Assessment 

Title II of the Unfunded Mandates 

Reform Act of 1995 (Public Law 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 

(adjusted annually for inflation with the 

base year 1995) 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 

$128.1 million in lieu of $100 million. 

This proposed rule does not contain 

such a mandate. 

Conclusion 

In view of the de minimus possible 

cost of compliance, potential cost 

savings of the proposed rule and 

enhancements to aviation safety and 

operational efficiency, the FAA has 

determined the proposed rule would be 

cost-beneficial. The FAA solicits 

comments regarding this determination. 

List of Subjects in 14 CFR Part 71 

Airspace, Incorporation by reference, 

Navigation (air). 

The Proposed Amendment 

In consideration of the foregoing, the 

Federal Aviation Administration 

proposes to amend 14 CFR part 71 as 

follows: 

PART 71—DESIGNATION OF CLASS A, 

B, C, D, AND E AIRSPACE AREAS; AIR 

TRAFFIC SERVICE ROUTES; AND 

REPORTING POINTS 

1. The authority citation for part 71 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959–

1963 Comp., p. 389. 

§ 71.1 [Amended] 

2. The incorporation by reference in 

14 CFR 71.1 of the Federal Aviation 

Administration Order 7400.9P, Airspace 

Designations and Reporting Points, 

dated September 1, 2006, and effective 

September 15, 2006, is amended as 

follows: 

Paragraph 3000 Subpart B—Class B 

Airspace 

* * * * * 

AWP AZ B Phoenix, AZ 

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.) 

Boundaries 

Area A. That airspace extending upward 

from the surface to and including 9,000 feet 

MSL defined by an east/west line along the 

northern boundary defined by Camelback 

Road and the PXR 10 DME, thence east to the 

intersection of Camelback Road and I–17; 

thence a line direct to the I–10/Squaw Peak 

Stack following the Loop 202 Freeway from 

the I–10/Squaw Peak Stack to the Red 

Mountain Hohokam Stack; thence northeast 

to the intersection of Camelback Road and 

Hayden Wash (lat. 33°30′07′′ N., long. 

111°54′32′′ W.); thence east along Camelback 

Road to the PXR 6 DME arc (lat. 33°30′07′′ 

N., long. 111°53′00′′ W.); thence south to the 

Power Line/Canal (lat. 33°21′25′′ N., long. 

111°53′33′′ W.); thence west to a point at lat. 

33°21′25′′ N., long. 111°55′12′′ W., thence 

northwest to the intersection of I–10 and SR–

143 (lat. 33°24′37′′ N., long. 111°58′38′′ W.); 

thence west to SR–51/I–10 extension to lat. 

33°24′34′′ N., long. 112°02′13′′ W., thence 

southwest to a point at lat. 33°21′45′′ N., long. 

112°06′20′′ W.; thence west along the lat. 

33°21′45′′ N.; thence north along the PXR 10 

DME arc until intersecting Camelback Road. 

Area B. That airspace extending upward 

from 3,000 feet MSL to and including 9,000 

feet MSL defined by an east/west line along 

the northern boundary defined by the 

intersection of Camelback Road and the PXR 

15 DME arc; thence east along Camelback 

Road to the intersection of Camelback Road 

and the PXR 10 DME arc; thence south along 

the PXR 10 DME arc until the intersection 

with lat. 33°21′45′′ N.; thence east along lat. 

33°21′45′′ N. to lat. 33°21′45′′ N., long. 

112°06′20′′ W.; thence southwest direct to the 

intersection of the Gila River and the 

Chandler Blvd extension (lat. 33°18′18′′ N., 

long. 112°12′03′′ W.); thence northwest along 

the Gila River to the intersection of the river 

and the PXR 15 DME arc; thence northwest 

along the PXR 15 DME arc to the intersection 

of Camelback Road. 

Area C. That airspace extending upward 

from 2,700 feet MSL to and including 9,000 

feet MSL defined by an east/west line along 

the northern boundary defined by the 

intersection of Camelback Road and PXR 6 

DME arc (lat. 33°30′07′′ N., long. 111°53′00′′ 

W.); thence east to the intersection of Gilbert 

Road and PXR 10 DME arc; thence south 

along Gilbert Road to the intersection of 

Gilbert Road and Falcon Field (FFZ) Class D 

airspace (lat. 33°24′35′′ N., long. 111°47′18′′ 

W.); thence southeast along the FFZ Class D 

airspace boundary to the intersection with 

the PXR 10 DME arc; thence southwest along 

the PXR 10 DME arc to the intersection with 

lat. 33°21′25′′ N.; thence west along lat. 

33°21′25′′ N. to the intersection of the PXR 

6 DME arc; thence north along the PXR 6 

DME arc to the intersection of Camelback 

Road with (lat. 33°30′07′′ N., long. 111°53′00′′ 

W.). 

Area D. That airspace extending upward 

from 5,000 feet MSL to and including 9,000 

feet MSL defined by an east/west line along 

the northern boundary using the Peoria 

Avenue/Shea Boulevard alignment from the 

intersection of I–17 (lat. 33°35′00′′ N., long. 

112°07′00′′ W.); thence east along lat. 

33°35′00′′ N. to the intersection with Pima 

Road (lat. 33°35′00′′ N., long. 111°53′28′′ W.); 

thence south along Pima Road to the 

intersection of Camelback Road; thence west 

along Camelback Road to Hayden Wash (lat. 

33°30′07′′ N., long. 111°54′32′′ W.); thence 

southwest on a line direct to the Red 

Mountain Hohokam Stack; thence west along 

the Loop 202 Freeway to the I–10/Squaw 

Peak Stack; thence northwest to the 

intersection of Camelback Road and I–17; 

thence north along I–17 to the intersection of 

I–17 and Peoria Avenue/Shea Boulevard. 

Area E. That airspace extending upward 

from 5,000 feet MSL to and including 9,000 

feet MSL defined by an eastern boundary 

starting at the intersection of I–10/SR–143 

(lat. 33°24′37′′ N., long. 111°58′38′′ W.); 

thence southeast to lat. 33°21′25′′ N., long. 

111°54′55′′ W.; thence southeast to the 

Chandler Airport (lat. 33°16′00′′ N., long. 

111°48′40′′ W.); thence west along lat. 

33°16′00′′ N. to the intersection of the Gila 


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River; thence north along the river to the 

intersection of the Chandler Boulevard 

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

W.); thence northeast direct to lat. 33°21′45′′ 

N., long. 112°06′20′′ W.; thence northeast 

direct to lat. 33°24′34′′ N., long. 112°02′13′′ 

W.; thence east to the intersection of I–10/ 

SR–143. 

Area F. That airspace extending upward 

from 4,000 feet MSL to and including 9,000 

feet MSL defined by an east/west line along 

the northern boundary at the intersection of 

Peoria Avenue/Shea Boulevard and PXR 25 

DME (lat. 33°35′00′′ N., long. 112°26′07′′ W.); 

thence east along lat. 33°35′00′′ N. to the 

intersection of I–17 (lat. 33°35′00′′ N., long. 

112°07′00′′ W.); thence south along I–17 to 

the intersection of Camelback Road; thence 

west along Camelback Road to the 

intersection of the PXR 15 DME arc; thence 

south along the PXR 15 DME arc to lat. 

33°24′00′′ N., long. 112°15′59′′ W.; thence 

west along lat. 33°24′00′′ N. to the 

intersection of the PXR 25 DME; thence north 

along the PXR 25 DME arc north to the 

intersection of Peoria Avenue/Shea 

Boulevard (lat. 33°35′00′′ N., long. 112°26′07′′ 

W.). 

Area G. That airspace extending upward 

from 4,000 feet MSL to and including 9,000 

feet MSL defined by an east/west line along 

the northern boundary defined by Peoria 

Avenue/Shea Boulevard and the intersection 

of Pima Road (lat. 33°35′00′′ N., long. 

111°53′28′′ W.); thence east along lat. 

33°35′00′′ N. to the PXR 15 DME arc; thence 

south along the PXR 15 DME arc to lat. 

33°16′00′′ N.; thence west along lat. 33°16′00′′ 

N. to Chandler Airport (lat. 33°16′00′′ N., 

long. 111°48′40′′ W.); thence direct northwest 

to lat. 33°21′25′′ N., long. 111°55′12′′ W.; 

thence east along the Power Line/Canal (lat. 

33°21′25′′ N.) to the PXR 10 DME arc; thence 

north along the PXR 10 DME arc to the 

intersection of Camelback Road; thence west 

along Camelback Road to the intersection of 

Pima Road; thence north along Pima Road to 

the intersection of Peoria Avenue/Shea 

Boulevard (lat. 33°35′00′′ N., long. 111°53′28′′ 

W.). 

Area H. That airspace extending upward 

from 5,000 feet MSL to and including 9,000 

feet MSL defined by an east/west line from 

the intersection of Litchfield Road and 

Southern Avenue (lat. 33°24′00′′ N., long. 

112°21′30′′ W.); thence east along lat. 

33°24′00′′ N. to the intersection of the PXR 

15 DME arc; thence southeast along the PXR 

15 DME arc to lat. 33°20′00′′ N.; thence west 

along lat. 33°20′00′′ N. to intersect the 

extension of Litchfield Rd (lat. 33°20′00′′ N., 

long. 112°21′30′′ W.); thence north along the 

Litchfield Road to lat. 33°24′00′′ N., long. 

112°21′30′′ W. 

Area I. That airspace extending upward 

from 5,000 feet MSL to and including 9,000 

feet MSL defined by an east/west line along 

lat. 33°35′00′′ N. from the intersection of 

Peoria Avenue/Shea Boulevard and the PXR 

15 DME arc east to the PXR 25 DME arc (lat. 

33°35′00′′ N., long. 111°30′18′′ W.); thence 

south along the PXR 25 DME arc to lat. 

33°16′00′′ N.; thence west along lat. 33°16′00′′ 

N. to the PXR 15 DME arc; thence north along 

the PXR 15 DME arc to the intersection of 

Peoria Avenue/Shea Boulevard (lat. 

33°35′00′′ N.). 

Area J. That airspace extending upward 

from 6,000 feet MSL to and including 9,000 

feet MSL defined by lat. 33°35′00′′ N., long. 

112°15′40′′ W. on the Loop 101 Freeway; 

thence north along the freeway to a point at 

lat. 33°40′00′′ N., long. 112°13′45′′ W.; thence 

north to lat. 33°41′41′′ N., long. 112°13′05′′ W. 

on the PXR 20 DME arc; thence east along the 

PXR 20 DME arc to the PXR 354°(T)/342°(M) 

radial; thence south along the PXR 354°(T)/ 

342°(M) radial to the intersection of the Loop 

101 Freeway; thence east along the freeway 

to a point on Loop 101 Freeway at the 

approach end of Scottsdale Airport Runway 

21 (lat. 33°38′39′′′ N., long. 111°53′31′′ W.); 

thence northeast to lat. 33°43′38′′ N., long. 

111°46′54′′ W. on the PXR 20 DME arc; 

thence southeast along the PXR 20 DME arc 

to intersect lat. 33°35′00′′ N.; thence west 

along lat. 33°35′00′′ N. to lat. 33°35′00′′ N. 

long. 112°15′40′′ W. 

Area K. That airspace extending upward 

from 6,000 feet MSL to and including 9,000 

feet MSL defined by the intersection of PXR 

17 DME arc and lat. 33°16′00′′ N.; thence east 

along lat. 33°16′00′′ N. to the PXR 20 DME 

arc; thence southwest along the PXR 20 DME 

arc to I–10 (lat. 33°07′02′′ N., long. 111°50′26′′ 

W.); thence northwest along I–10 to lat. 

33°09′39′′ N., long. 111°52′28′′ W. on the PXR 

17 DME arc; thence clockwise along the PXR 

17 DME arc to intersect with lat. 33°16′00′′ 

N. 

Area L. That airspace extending upward 

from 6,000 feet MSL to and including 9,000 

feet MSL defined by the intersection of the 

PXR 25 DME arc and lat. 33°24′00′′ N.; thence 

east along lat. 33°24′00′′ N. to Litchfield 

Road; thence south along Litchfield Road to 

lat. 33°20′00′′ N., long. 112°21′30′′ W.; thence 

east along lat. 33°20′00′′ N. to the PXR 15 

DME arc; thence southeast along the PXR 15 

DME arc to the Gila River; thence southeast 

along the Gila River to lat. 33°16′00′′ N.; 

thence west along lat. 33°16′00′′ N. to the 

PXR 25 DME arc; thence north along the PXR 

25 DME to lat. 33°24′00′′ N. 

Area M. That airspace extending upward 

from 7,000 feet MSL to and including 9,000 

feet MSL defined by lat. 33°48′02′′ N., long. 

112°12′24′′ W.; thence east along the PXR 25 

DME arc to the PXR 354°(T)/342°(M) radial; 

thence south along the PXR 354°(T)/342°(M) 

radial to the PXR 20 DME arc; thence west 

along the PXR 20 DME arc to lat. 33°41′41′′ 

N. long. 112°13′05′′ W.; thence north to lat. 

33°48′02′′ N., long. 112°12′24′′ W. 

Area N. That airspace extending upward 

from 7,000 feet MSL to and including 9,000 

feet MSL defined from the PXR 354°(T)/ 

342°(M) radial and the PXR 20 DME arc; 

thence east along the PXR 20 DME arc to lat. 

33°43′38′′ N., long. 111°46′54′′ W.; thence 

southwest to the approach end of Scottsdale 

Airport Runway 21 (lat. 33°38′39′′ N., long. 

111°53′31′′ W.); thence northwest along the 

Loop 101 Freeway to the intersection of the 

PXR 354°(T)/342°(M) radial; thence north 

along the PXR 354°(T)/342°(M) radial to the 

PXR 20 DME arc. 

Area O. That airspace extending upward 

from 7,000 feet MSL to and including 9,000 

feet MSL defined from lat. 33°47′11′′ N., long. 

111°42′16′′ W.; thence southeast along the 

PXR 25 DME arc to intersect the Peoria 

Avenue/Shea Boulevard extension (lat. 

33°35′00′′ N., long. 111°30′18′′ W.); thence 

west along lat. 33°35′00′′ N. to the PXR 20 

DME arc; thence northwest along the PXR 20 

DME arc to lat. 33°43′38′′ N., long. 111°46′54′′ 

W., thence northeast to lat. 33°47′11′′ N., 

long. 111°42′16′′ W. 

Area P. That airspace extending upward 

from 7,000 feet MSL to and including 9,000 

feet MSL defined by the intersection of the 

PXR 20 DME arc and lat. 33°16′00′′ N., long. 

111°37′25′′ W.; thence east along lat. 

33°16′00′′ N. to intersect with the PXR 25 

DME arc; thence southwest along the PXR 25 

DME arc to intersect with I–10; thence 

northwest along I–10 to intersect with the 

PXR 20 DME arc; thence northeast along the 

PXR 20 DME arc to the intersection of lat. 

33°16′00′′ N. 

Area Q. That airspace extending upward 

from 8,000 feet MSL to and including 9,000 

feet MSL defined by lat. 33°53′48′′ N., long. 

112°11′50′′ W.; thence east along the PXR 30 

DME arc to the PXR 354°(T)/342°(M) radial; 

thence south along the PXR 354°(T)/342°(M) 

radial to the PXR 25 DME arc; thence west 

along the PXR 25 DME arc to lat. 33°48′02′′ 

N., long. 112°12′24′′ W.; thence north to lat. 

33°53′48′′ N., long. 112°11′50′′ W. 

Area R. That airspace extending upward 

from 8,000 feet MSL to and including 9,000 

feet MSL defined by lat. 33°50′38′′ N., long. 

111°37′39′′ W. on the PXR 30 DME arc; 

thence southeast along the PXR 30 DME arc 

to lat. 33°43′44′′ N., long. 111°29′14′′ W.; 

thence south to lat. 33°40′46′′ N., long. 

111°34′03′′ W. on the PXR 25 DME arc; 

thence northwest along the PXR 25 DME arc 

to lat. 33°47′11′′ N., long. 111°42′16′′ W.; 

thence northeast direct to lat. 33°50′38′′ N., 

long. 111°37′39′′ W. 

Area S. That airspace extending upward 

from 8,000 feet MSL to and including 9,000 

feet MSL defined by the intersection of the 

PXR 25 DME and PXR 127°(T)/115°(M) 

radial; thence southeast along the PXR 

127°(T)/115°(M) radial to the PXR 30 DME 

arc; thence southwest along the PXR 30 DME 

arc to intersect with I–10; thence northwest 

along I–10 to the PXR 25 DME arc; thence 

northeast along the PXR 25 DME arc to 

intersect with the PXR 127°(T)/115°(M) 

radial. 

Area T. That airspace extending upward 

from 7,000 feet MSL to and including 9,000 

feet MSL defined by lat. 33°30′34′′ N., long. 

112°27′36′′ W.; thence west along lat. 

33°30′34′′ N. to the PXR 30 DME arc; thence 

south along the PXR 30 DME arc to lat. 

33°16′00′′ N.; thence east along lat. 33°16′00′′ 

N. to the PXR 25 DME arc; thence north along 

the PXR 25 DME arc to lat. 33°30′34′′ N., 

long. 112°27′36′′ W. 

Area U. That airspace extending upward 

from 3,400 feet MSL to and including 9,000 

feet MSL defined from the intersection of the 

PXR 10 DME arc and Camelback Road (lat. 

33°30′08′′ N., long. 111°47′20′′ W.); thence 

south along the PXR 10 DME arc to intersect 

with the southwest boundary of FFZ Class D 

airspace (lat. 33°24′02′′ N., long. 111°46′30′′ 

W.); thence northwest along FFZ Class D line 

to Gilbert Road (lat. 33°24′35′′ N., long. 

111°47′18′′ W.); thence north along Gilbert 

Road to the intersection of Camelback Road 

and the PXR 10 DME arc (lat. 33°30′08′′ N., 

long. 111°47′20′′ W.). 

* * * * * 


jlentini on PROD1PC65 with PROPOSAL
6508 Federal Register / Vol. 72, No. 28 / Monday, February 12, 2007 / Proposed Rules 

Issued in Washington DC, on February 2, 

2007. 

Edith V. Parish, 

Manager, Airspace and Rules. 

[FR Doc. 07–599 Filed 2–9–07; 8:45 am] 

BILLING CODE 4910–13–P 


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