[Federal Register Volume 72, Number 152 (Wednesday, August 8, 2007)]
[Rules and Regulations]
[Pages 44372-44379]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 07-3818]
[[Page 44372]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA-2005-23437; Airspace Docket No. 05-AWA-2]
RIN 2120-AA66
Modification of the Phoenix Class B Airspace Area; Arizona
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: This action modifies the Phoenix, AZ, Class B airspace area.
Specifically, this action lowers the ceiling to 9,000 feet mean sea
level (MSL) and expands the arrival extension boundaries to 30 nautical
miles (NM). This will ensure the containment of the Standard Terminal
Arrival Routes (STAR) at the Phoenix Sky Harbor International Airport
(PHX), 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). The FAA is taking 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: Effective Date: 0901 UTC, October 25, 2007. The Director of the
Federal Register approves this incorporation by reference action under
1 CFR part 51, subject to the annual revision of FAA Order 7400.9 and
publication of conforming amendments.
FOR FURTHER INFORMATION CONTACT: Ken McElroy, Airspace and Rules Group,
Office of System Operations Airspace and AIM, Federal Aviation
Administration, 800 Independence Avenue, SW., Washington, DC 20591;
telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Background
On February 12, 2007, the FAA published in the Federal Register a
notice of proposed rulemaking to modify the PHX Class B airspace area
(72 FR 6501). The FAA proposed this action to lower the ceiling, and
modify several areas to ensure the containment of arrivals within the
PHX Class B airspace. Interested parties were invited to participate in
this rulemaking effort by submitting written comments on the proposal.
In response to the notice, the FAA received 40 written comments of
which 23 expressed concurrence with an alternate proposal provided by
the Arizona Pilots Association (APA). All comments received were
considered before making a determination on the final rule. An analysis
of the comments received and the FAA's responses are summarized in the
``Discussion of Comments'' section.
Discussion of Comments
Five commenters (U.S. Air Force Commander, 56th Flight Wing, US
Airways, a commercial pilot, and two local pilots) wrote in support of
the proposed action. The remaining commenters objected to various
aspects of the proposal, with the most opposition directed at the
proposal's complex design and lowered airspace floors.
The APA recognized the FAA's goal of creating Class B airspace to
enable development of simultaneous Instrument Landing System (ILS)
approach procedures at PHX. The APA stated that these approaches are
used to their maximum capacity less than 20 days a year when actual
Instrument Meteorological Conditions (IMC) exist. During these days,
the general aviation (GA) Visual Flight Rules (VFR) pilot would be
grounded.
The FAA does not agree. Simultaneous ILS approaches are not
dependent only on actual IMC at the airport. In addition to IMC
weather, reductions in visibility due to low level convective clouds
for several days after rain storms, dust storms, haze, pollution,
sunrise, and sunset are also reasons that this procedure would be used.
Anytime there is a ceiling less than 3,000 feet above ground level
(AGL), the arrival capacity at PHX is severely limited due to the
pilot's inability to see the airport and other landing traffic in time
for an optimum visual approach operation as exists in clear weather.
During these conditions, GA VFR aircraft would not be grounded by
weather.
The APA believes the overall increased complexity of the redesigned
airspace is not warranted and represents an increased risk of
inadvertent controlled airspace intrusion, noting that most GA aircraft
do not have moving map displays and the areas are not readily
identifiable using pilotage for navigation.
The FAA does not agree. Moving map displays are a recent
technological addition to the cockpit. The uses of Distance Measuring
Equipment (DME) arcs have long been the standard to define Class B
airspace nationally. In the proposed areas that do not use DME arcs,
ground-based references are used to define the airspace in areas not
critical for reference to pilots of large turbine-powered aircraft on
final approach to PHX. The current Class B airspace area uses DME arcs
to define multiple areas that pilots are required to navigate around.
The APA and Aircraft Owners & Pilots Association (AOPA) both
expressed opposition to the lowering of the airspace between 20 and 25
NM east of PHX from 8,000 to 5,000 feet. They stated this action would
result in aircraft being forced to operate at low altitudes over
mountainous terrain and violate recommended altitudes over designated
wilderness areas.
The FAA does not agree. The lowering of the airspace floor in this
area to 5,000 feet is critical for the development of the simultaneous
ILS approach procedures at PHX, and for periods of compacted arrival
demand when the PHX final is constrained due to the current higher
Class B airspace limitation. Non-participating aircraft have the option
of adjusting their flight to avoid precipitous terrain or contacting
the TRACON for Class B services. Advisory Circular (AC) 91-36D
recommends flights remain above 2,000 feet MSL, but the AC provisions
do not apply when they conflict with regulations, ATC instructions, or
when a pilot believes operating below 2,000 feet is necessary for the
safety of the flight. Raising the floor from 5,000 to 7,000 feet MSL as
suggested by AOPA and APA in this area will not contain simultaneous
ILS approach procedures in Class B airspace. Aircraft on a downwind leg
need to be level at 5,000 feet prior to turning base leg to join the
runway 26 and 25 ILS final approach course no sooner than the ABOSE and
BUDME intersections (PXR 16.6 DME). The base leg required to achieve
this will be between the 17 and 25 NM DME from PXR.
The APA states that the overall lowering of Class B floors would
ultimately increase the noise footprints over residential
neighborhoods.
The FAA does not agree. The airspace 20 to 25 NM east of PHX in
Area I is largely over thinly populated areas, mountainous terrain, and
undeveloped areas. Area C is lowered to de-conflict non-participating
aircraft from an area of intense large turbine-powered aircraft
activity on final to PHX. Aircraft flying visually are being encouraged
to fly further to the east at a higher altitude in the new flyway that
will be over Falcon Field (FFZ) at 3,500 feet MSL, below the
[[Page 44373]]
4,000 foot floor of Area G. The lowering of airspace west of PHX
consists of a Class B expansion over and south of Luke AFB in Area F.
Luke AFB actively discourages non-participating aircraft from flying in
this area without being in communication with the Luke Radar Approach
Control (RAPCON) as part of the Luke AFB Mid Air Collision Avoidance
Program.
The floors of the Class B airspace areas will be raised
significantly over many densely populated areas. Area E raises the
floor from 3,000 to 5,000 feet MSL over the communities of Tempe,
Chandler, Guadalupe, and the developing areas of Phoenix west of South
Mountain. It also raises the floor 1,000 feet over the communities
south of South Mountain. Area D raises the floor 1,000 feet over much
of central PHX and Scottsdale. Area G raises the floor 1,000 feet over
the Salt River Indian Reservation, Gilbert, and eastern Chandler. Area
N raises the floor 1,000 feet over the growing areas of northern
Phoenix and Scottsdale. The northern boundary of area K has been moved
north of Riggs Road by 3 miles and raises the floor 2,000 feet. West of
PHX, the airspace is raised 1,000 feet in the area north of the
Estrella Mountains, allowing aircraft to transit at a higher altitude
relative to terrain.
It is the stated opinion of the APA that concerns associated with
lowering the airspace floors on both the east and west sides of the
valley are easily addressed by increasing the ILS glide slopes from the
present 3[deg] to 3.5[deg].
The FAA does not agree. Glide slope angles above 3.1 degrees would
result in the loss of approach minimums for category D & E aircraft. A
3[deg] glide slope angle is the standard for safety, and increasing the
angle of the glide slope is outside the scope of this rule.
The APA proposes incorporating Area U into Area G and using Gilbert
Road as the boundary between Area C and Area G. A less desirable
proposal is to combine Area U with Area C, creating an overlap with the
Class B and FFZ Class D airspace. This alternative allows the use of
the PXR 10 DME arc, and GA aircraft under Area C would be constrained
by the Gilbert Road boundary of the FFZ Class D airspace. Both
alternative proposals assume a 3,000 foot MSL floor in Area C.
Additionally, AOPA stated the proposed Area U creates a potential
``trap'' for unsuspecting pilots. They commented that the NPRM
indicates Area U would allow a north-south road reference for locally
based pilots to avoid the Class B and FFZ Class D. They believe it
would become a potential trap for pilots who inadvertently stray more
than a half mile off course and would be a loss of lateral airspace to
transition on the existing VFR flyway. AOPA recommends Area C be
modified to make the eastern boundary align with Gilbert Road.
The FAA does not agree. The 3,000-foot MSL floor of the current
Class B airspace in this area has been a constant source of Traffic
Collision Avoidance System (TCAS) Resolution Advisory(s) (RA) to large
turbine-powered aircraft operating at the 3,000-foot MSL floor of the
current area. The conflicting VFR traffic frequently is not operating
on the published flyway or at the recommended altitude of 2,500 feet
MSL. Traffic routinely transits this area at altitudes within 100 feet
of the 3,000-foot MSL floor. Area C is an area of intense large
turbine-powered air carrier traffic descending to 3,000-foot MSL while
on final approach to PHX. The RAs command the pilot to climb to avoid
unknown traffic at a time when the aircraft is at a reduced power
setting and preparing to land. The recovery from the response to these
RAs often places the aircraft into a position where it cannot make a
stabilized approach to the airport, causing the aircraft to go around.
Additionally, responding to an RA can distract the pilot from
maintaining separation from known preceding or adjacent traffic to
other runways. The FAA has thoroughly researched its options in this
matter and the solution remains to lower the floor of Area C to 2,700
feet MSL and to move the published VFR Flyway further east beyond the
PXR 10 DME arc.
Incorporating Area U into Area G and retaining Gilbert Road as the
western boundary would not achieve the goal of defining the airspace
using NAVAIDs where available. Pilots unfamiliar with the local area,
that are required to operate at or above the floor of the Class B
airspace, would not be able to determine Gilbert Road. Additionally,
this would be impractical during periods of reduced visibility or when
obscured by clouds.
Combining Area U with Area C would create an overlap with the FFZ
Class D airspace along the PXR 10 DME arc. When overlapping airspace
designations apply to the same airspace, the operating rules associated
with the more restrictive airspace designation apply. Since Class B
airspace overlies the Class D airspace, this depiction on the Terminal
Area Chart could cause confusion to operators of high performance
aircraft operating in the pattern at FFZ at the traffic pattern
altitude of 2,700 feet MSL. Clearance is required to operate within
Class B airspace and specific separation standards apply to aircraft
operating within Class B airspace. Therefore, it has been determined
that in lieu of this suggestion, the area above the FFZ Class D
airspace within the PXR 10 DME arc be defined as a subsection of the
Class D airspace. This, in addition to using Gilbert Road/FFZ Class D
airspace as a western boundary in conjunction with the PXR 10 DME arc,
allows the use of the PXR 10 DME arc, and GA aircraft under Area C
would be constrained by the Gilbert Road boundary of the FFZ Class D
airspace, as suggested.
The Airline Pilots Association, International endorsed the proposal
stating ``The Air Traffic staff in Phoenix has done a commendable job
in developing the proposed realignment of the Phoenix Class B
airspace.'' They were concerned with lowering the ceiling from 10,000
feet MSL to 9,000 feet MSL and allowing glider operations southwest of
the airport above the Class B airspace by letter of agreement (LOA)
between the FAA and glider operators. AOPA and APA expressed concern on
the impact of the 9,000-foot vs. 10,000-foot MSL ceiling on the local
soaring community within 30 NM of PHX. They both support the lowering
of the ceiling provided the FAA enters into an LOA with the local
soaring community permitting soaring operations between 9,000 feet MSL
and 10,000 feet MSL within the mode-C veil.
The FAA has agreed to enter into an LOA with local glider operators
to allow gliders to operate between 9,000-10,000 feet MSL without an
operating transponder in accordance with FAR 91-125. This LOA will not
allow these operations above the Class B airspace until leaving 10,000
feet MSL.
AOPA stated the proposal was too complex and does not meet the
needs of PHX airspace users. They also stated that the local user
groups were not adequately consulted on moving the VFR flyway.
The FAA does not agree. The VFR flyway was moved in response to
comments received at public meetings. The PHX TRACON contacted user
groups and offered public briefings concerning moving the VFR flyway
east of the PXR 10 DME.
AOPA stated the PHX Class B would be the most complex and segmented
Class B airspace in the United States. Also, that the needs of the
surrounding GA and user community must be taken into consideration in
the design process.
The FAA does not agree. A review of other Class B airspace
nationally reveals that if strict adherence to the general guidance
provided in FAA Order 7400.2E was applied to the PHX Class B airspace
area design, the airspace
[[Page 44374]]
would be overly restrictive to the GA VFR pilot. Consideration was
given to the significant number of high volume GA airports in the
valley, the large amount of flight training that occurs in the valley,
the prevailing visibility, the abundant geographical landmarks, and the
requirement to contain air traffic arriving and departing PHX in the
Class B airspace area. To simplify the design along a national model
would create more airspace than is needed for Class B operations at
PHX.
AOPA presented an alternate proposal for the west side divided into
three progressively lower floors. Their alternative was offered as a
simpler, less complex configuration that would more than make up for
the small amount of airspace pilots may have gained in the FAA's
proposed design. AOPA states the same is true with the airspace shelves
immediately north and south of PHX and the floor north of Scottsdale
(SDL). AOPA's proposal retains the road definitions of 51st and 99th
Avenues, which is contrary to the FAA's goal of defining the airspace
using NAVAIDs where available.
The FAA does not agree. Pilots unfamiliar with the local area,
operating at or above the floor of the Class B airspace, or those
trying to avoid it, would not be able to determine 51st or 99th Avenue.
Additionally, this would be impractical during periods of reduced
visibility or when obscured by clouds. A 4,000-foot rectangular area,
as proposed by AOPA, would represent a barrier to non-participating
aircraft attempting to navigate north of the Estrella Mountains. The
Minimum Vectoring Altitude (MVA) in this area is 5,000-5,500 feet MSL.
The TRACON requires aircraft on a base leg to join the ILS at CAGOR
intersection (PXR 16 DME) at 5,000 feet MSL. The TRACON cannot vector
aircraft in this area below the MVA. The AOPA proposal would make the
floor of this area 4,000-feet MSL. Though a rectangular area with a
floor of 4,000 feet MSL, as suggested, may aid in simplification, it is
overly restrictive to pilots who are able to navigate around or below
it. In the FAA's proposal, pilots, navigating via the currently
published Gila Route without Class B clearance, will be able to avoid
the airspace below 5,000 feet MSL. Terrain penetrates the AOPA proposal
with a precipitous 4,512-foot peak. This area is more restrictive than
the current airspace, thus forcing non-participating aircraft closer to
the ground. The AOPA proposal is contrary to its concerns with forcing
non-participating pilots to fly at lower altitudes elsewhere.
The area over Goodyear and Luke AFB retains Litchfield Road as an
eastern boundary and raises the floor to 6,000 feet MSL in the AOPA
proposal, while retaining a PXR 25 DME arc on the western boundary.
The FAA does not agree. The airspace is expanded to contain PHX
arrival traffic during periods of sustained arrival demand, and for the
development of simultaneous ILS approach procedures during east traffic
operations. The ability to develop these procedures is critical in
enabling the TRACON to efficiently and safely manage the arrival rate
during reduced visibility conditions and compacted arrival demand.
Keeping the floor at 6,000 feet MSL in this area would not contain
simultaneous ILS approach procedures. Aircraft on a north downwind will
need to be level at 4,000 feet MSL prior to turning base leg to join
the runway 8 ILS final approach course no sooner than ILIKE
intersection (PXR 16 DME). The base leg required to achieve this will
be near Luke AFB. A 6,000-foot MSL shelf in this area will not contain
these aircraft.
Additionally, the AOPA proposal has an extension of the 6,000 foot
MSL shelf approximately 3 NM north of the Peoria Road, at
33[deg]35'00'' N. latitude, that exceeds the FAA proposal's lateral
limit and offers no operational advantage. The shelves north and south
of PHX in Area D and E offer significant benefit to the north and south
of PHX by decompressing the vertical space available to non-
participating aircraft by raising the floor of the Class B from the
surface to 5,000 feet MSL. Aircraft departing the East/West transitions
will be able to contact Scottsdale, Deer Valley, and Chandler towers
sooner, prior to entering their Class D airspaces. The floors of PHX
Class B in areas east and west of South Mountain will be raised 2,000
feet. This will facilitate navigation around the Class B airspace at
higher altitudes.
The Williams Gateway Airport Authority (WGAA) expressed concern on
the affect the proposed Class B airspace would have on commercial
traffic growth at Williams Gateway Airport (IWA). WGAA urges the FAA to
modify Area I to only the area truly needed as an arrival corridor for
dual ILS systems into PHX. They also state that ILS approaches are
being phased out in favor of GPS and RNAV approaches and that this
should be a consideration.
The FAA acknowledges the growth in commercial traffic at IWA. The
primary concern in this action is providing the highest degree of
safety while preserving the most efficient use of available terminal
airspace to all users. The airspace needed to contain aircraft during
simultaneous ILS approach procedures at PHX requires aircraft on a
south downwind over IWA to be level at 5,000 feet MSL prior to turning
base leg to join the runway 26 and 25 ILS final approach courses no
sooner than ABOSE and BUDME intersections (PXR 16.6 DME). The base leg
required to achieve this will be between the PXR 17--25 DME arc. A
7,000-foot MSL shelf in this area will not contain these aircraft.
Although GPS and RNAV technology is replacing ILS approaches at other
airports, the ILS system at PHX will be in place for the foreseeable
future.
The Rule
The FAA is amending Title 14 Code of Federal Regulations (14 CFR)
part 71 to modify the PHX Class B airspace area. Specifically, this
action depicted in the attached chart, expands the eastern boundary to
ensure the containment of the PHX STARs within Class B airspace and
reconfigures several existing areas, correcting inefficiencies
identified during public meetings hosted by Phoenix TRACON. These
modifications 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 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 changes facilitate the planned development of
simultaneous 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 NAS that in the past has taken the user days to recover.
The floor of the airspace 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 PHX 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
[[Page 44375]]
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 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
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 final rule will modify the PHX, AZ, Class B airspace area by
lowering the altitude ceiling of the airspace and expanding the arrival
extension boundaries.
The final rule will enhance operational efficiency, simplified
navigation in the Phoenix terminal area and reduce circumnavigation
costs. Since Class B airspace is already in place at Phoenix, and since
the modifications in this rule are a contraction of the Class B
airspace, minimal costs will result. Thus, the FAA has determined this
final rule will be cost-beneficial.
Final Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (Pub. L. 96-354) (RFA)
establishes ``as a principle of regulatory issuance that agencies shall
endeavor, consistent with the objectives of the rule and of applicable
statutes, to fit regulatory and informational requirements to the scale
of the businesses, organizations, and governmental jurisdictions
subject to regulation. To achieve this principle, agencies are required
to solicit and consider flexible regulatory proposals and to explain
the rationale for their actions to assure that such proposals are given
serious consideration.'' The RFA covers a wide-range of small entities,
including small businesses, not-for-profit organizations, and small
governmental jurisdictions.
Agencies must perform a review to determine whether a rule will
have a significant economic impact on a substantial number of small
entities. If the agency determines that it will, the agency must
prepare a regulatory flexibility analysis as described in the RFA.
However, if an agency determines that a rule is not expected to
have a significant economic impact on a substantial number of small
entities, section 605(b) of the RFA provides that the head of the
agency may so certify and a regulatory flexibility analysis is not
required. The certification must include a statement providing the
factual basis for this determination, and the reasoning should be
clear.
This final rule will not impose any circumnavigation costs on
individuals operating in the Phoenix area and the final rule will 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 if they currently provide instruction in the
Phoenix terminal area. Therefore, as the FAA Administrator, I certify
that this final rule will not have a significant economic impact on a
substantial number of small entities.
International Trade Impact Assessment
The Trade Agreements Act of 1979 (Pub. L. 96-39) 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 final 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 (Pub. L. 104-
4) requires each Federal agency to prepare a written statement
assessing the effects of any Federal mandate in a proposed or final
agency rule that may result in an expenditure of $100 million or more
(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 final rule does not
contain such a mandate.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference, Navigation (air).
The Amendment
0
In consideration of the foregoing, the Federal Aviation Administration
amends 14 CFR part 71 as follows:
PART 71--DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR
TRAFFIC SERVICE ROUTES; AND REPORTING POINTS
0
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.
Sec. 71.1 [Amended]
0
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
[[Page 44376]]
September 15, 2006, 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]26'03'' N., long. 112[deg]00'42'' W.)
Phoenix VORTAC
(Lat. 33[deg]25'59'' N., long. 111[deg]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[deg] 30' 07'' N., long. 111[deg] 54' 32'' W.);
thence east along Camelback Road to the PXR 6 DME arc (Lat.
33[deg]30'07'' N., long. 111[deg]53'00'' W.); thence south to the
Power Line/Canal (Lat. 33[deg] 21' 25'' N., long. 111[deg] 53' 33''
W.); thence west to a point at Lat. 33[deg] 21' 25''N.,
long.111[deg] 54'55'' W., thence northwest to the intersection of I-
10 and SR-143 (lat. 33[deg] 24' 37'' N., long.111[deg] 58' 38'' W.);
thence west to SR-51/I-10 extension to lat. 33[deg] 24' 34'' N.,
long.112[deg] 02' 13'' W., thence southwest to a point at lat.
33[deg] 21' 45'' N., long. 112[deg] 06' 20'' W.; thence west along
the lat. 33[deg] 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[deg]21'45'' N.; thence east along lat. 33[deg]21'45'' N. to lat.
33[deg]21' 45'' N., long. 112[deg]06'20'' W.; thence southwest
direct to the intersection of the Gila River and the Chandler Blvd
extension (lat. 33[deg]18'18'' N, long. 112[deg]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[deg]30'07'' N., long. 111[deg]53'00'' W.);
thence east to the intersection of Gilbert Road and PXR 10 DME arc;
thence south along Gilbert Road to the to the intersection of
Gilbert Road and Falcon Field (FFZ) Class D airspace (lat.
33[deg]24'35'' N., long. 111[deg]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[deg]21'25'' N.; thence west along lat.
33[deg]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[deg]30'07'' N., long. 111[deg]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[deg]35'00'' N., long.
112[deg]07'00'' W.); thence east along lat. 33[deg]35'00'' N. to the
intersection with Pima Road (lat. 33[deg]35'00''., long.
111[deg]53'28 W.); thence south along Pima Road to the intersection
of Camelback Road; thence west along Camelback Road to Hayden Wash
(lat. 33[deg]30'07'' N., long. 111[deg]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[deg]24'37'' N.,
long.111[deg]58'38'' W.); thence southeast to lat. 33[deg]21'25''
N., long. 111[deg]54'55'' W.; thence southeast to the Chandler
Airport (lat. 33[deg]16'00'' N., long. 111[deg]48'40'' W.); thence
west along lat. 33[deg]16'00'' N. to the intersection of the Gila
River; thence north along the river to the intersection of the
Chandler Boulevard extension (lat. 33[deg]18'18'' N., long.
112[deg]12'03.'' W.); thence northeast direct to lat. 33[deg]21'45''
N., long. 112[deg]06'20'' W.; thence northeast direct to lat.
33[deg]24'34'' N., long. 112[deg]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 the PXR 25 DME arc (lat. 33[deg]35'00'' N., long.
112[deg]26'7'' W.); thence east along lat. 33[deg]35'00'' N. to the
intersection of I-17 (lat. 33[deg]35'00'' N., long. 112[deg]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[deg]24'00'' N., long. 112[deg]15'59'' W.; thence west along lat.
33[deg]24'00'' N. to the intersection of the PXR 25 DME arc; thence
north along the PXR 25 DME arc north to the intersection of Peoria
Avenue/Shea Boulevard (lat. 33[deg]35'00'' N., long. 112[deg]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[deg]35'00'' N., long.
111[deg]53'28'' W.); thence east along lat. 33[deg]35'00'' N. to the
PXR 15 DME arc; thence south along the PXR 15 DME arc to lat.
33[deg]16'00'' N.; thence west along lat. 33[deg]16'00'' N. to
Chandler Airport (lat. 33[deg]16'00'' N., long. 111[deg]48'40'' W.);
thence direct northwest to lat. 33[deg]21'25'' N., long.
111[deg]54'55'' W.; thence east along the Power Line/Canal (lat.
33[deg]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[deg]35'00'' N., long. 111[deg]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[deg]24''' N., long. 112[deg]21'30'' W.); thence east along lat.
33[deg]24'00'' N. to the intersection of the PXR 15 DME arc; thence
southeast along the PXR 15 DME arc to lat. 33[deg]20'00'' N.; thence
west along lat. 33[deg]20'00'' N. to intersect the extension of
Litchfield Rd (lat. 33[deg]20'00'' N., long. 112[deg]21'30'' W.);
thence north along Litchfield Road to lat. 33[deg]24'00'' N., long.
112[deg]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[deg]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[deg]35'00'' N., long. 111[deg]30'18'' W.); thence south along the
PXR 25 DME arc to lat. 33[deg]16'00'' N.; thence west along lat.
33[deg]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[deg]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[deg]35'00'' N.,
long. 112[deg]15'40'' W. on the Loop 101 Freeway; thence north along
the freeway to a point at lat. 33[deg]40'00'' N., long.
112[deg]13'45'' W.; thence north to lat. 33[deg]41'41'' N., long.
112[deg]13'05'' W. on the PXR 20 DME arc; thence east along the PXR
20 DME arc to the PXR 354[deg] radial; thence south along the PXR
354[deg] 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[deg]38'39''
N., long. 111[deg]53'31'' W.); thence northeast to lat.
33[deg]43'38'' N., long. 111[deg]46'54'' W. on the PXR 20 DME arc;
thence southeast along the PXR 20 DME arc to intersect lat.
33[deg]35'00'' N.; thence west along lat. 33[deg]35'00'' N. to lat.
33[deg]35'00'' N. long. 112[deg]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 the PXR
17 DME arc and lat. 33[deg]16'00'' N.; thence east along lat.
33[deg]16'00'' N. to the PXR 20 DME arc; thence southwest along the
PXR 20 DME arc to I-10 (lat. 33[deg]07'02'' N., long.
111[deg]50'26'' W.); thence northwest along I-10 to lat.
33[deg]09'39'' N., long. 111[deg]52'28'' W. on the PXR 17 DME arc;
thence clockwise along the PXR 17 DME arc to intersect with lat.
33[deg]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[deg]24'00'' N.; thence east along lat.
33[deg]24'00'' N. to Litchfield Road; thence south along Litchfield
Road to lat. 33[deg]20'00'' N., long. 112[deg]21'30'' W.; thence
[[Page 44377]]
east along lat. 33[deg]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[deg]16'00'' N.; thence
west along lat. 33[deg]16'00'' N. to the PXR 25 DME arc; thence
north along the PXR 25 DME to lat. 33[deg]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[deg]48'02'' N.,
long. 112[deg]12'24'' W.; thence east along the PXR 25 DME arc to
the PXR 354[deg] radial; thence south along the PXR 354[deg] radial
to the PXR 20 DME arc; thence west along the PXR 20 DME arc to lat.
33[deg]41'41'' N, long. 112[deg]13'05'' W.; thence north to lat.
33[deg]48'02'' N., long. 112[deg]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[deg] radial
and the PXR 20 DME arc; thence east along the PXR 20 DME arc to lat.
33[deg]43'38'' N., long. 111[deg]46'54'' W.; thence southwest to the
approach end of Scottsdale Airport Runway 21 (lat. 33[deg]38'39''
N., long. 111[deg]53'31'' W.); thence northwest along the Loop 101
Freeway to the intersection of the PXR 354[deg] radial; thence north
along the PXR 354[deg] 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[deg]47'11'' N.,
long. 111[deg]42'16'' W.; thence southeast along the PXR 25 DME arc
to intersect the Peoria Avenue/Shea Boulevard extension (lat.
33[deg]35'00'' N., long. 111[deg]30'18'' W.); thence west along lat.
33[deg]35'00'' N. to the PXR 20 DME arc; thence northwest along the
PXR 20 DME arc to lat. 33[deg]43'38'' N., long. 111[deg]46'54'' W.,
thence northeast to lat. 33[deg]47'11'' N., long. 111[deg]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[deg]16'00'' N., long. 111[deg]37'31'' W.;
thence east along lat. 33[deg]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[deg]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[deg]53'48'' N.,
long. 112[deg]11'50'' W.; thence east along the PXR 30 DME arc to
the PXR 354[deg] radial; thence south along the PXR 354[deg] radial
to the PXR 25 DME arc; thence west along the PXR 25 DME arc to lat.
33[deg]48'02'' N., long. 112[deg]12'24'' W.; thence north to lat.
33[deg]53'48'' N., long. 112[deg]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[deg]50'38'' N.,
long. 111[deg]37'39'' W. on the PXR 30 DME arc; thence southeast
along the PXR 30 DME arc to lat. 33[deg]43'44'' N., long.
111[deg]29'14'' W.; thence south to lat. 33[deg]40'46'' N., long.
111[deg]34'03'' W. on the PXR 25 DME arc; thence northwest along the
PXR 25 DME arc to lat. 33[deg]47'11'' N., long. 111[deg]42'16'' W.;
thence northeast direct to lat. 33[deg]50'38'' N., long.
111[deg]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 arc and PXR 127[deg] radial; thence southeast along the PXR
127[deg] 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[deg] radial.
Area T. That airspace extending upward from 7,000 feet MSL to
and including 9,000 feet MSL defined by lat. 33[deg]30'34'' N.,
long. 112[deg]27'36'' W.; thence west along lat. 33[deg]30'34'' N.
to the PXR 30 DME arc; thence south along the PXR 30 DME arc to lat.
33[deg]16'00'' N.; thence east along lat. 33[deg]16'00'' N. to the
PXR 25 DME arc; thence north along the PXR 25 DME arc to lat.
33[deg]30'34'' N., long. 112[deg]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[deg]30'08'' N., long.
111[deg]47'20'' W.); thence south along the PXR 10 DME arc to
intersect with the southwest boundary of FFZ Class D airspace (lat.
33[deg]24'02'' N., long. 111[deg]46'30'' W.); thence northwest along
FFZ Class D line to Gilbert Road (lat. 33[deg]24'35'' N., long.
111[deg]47'18'' W.); thence north along Gilbert Road to the
intersection of Camelback Road and the PXR 10 DME arc (lat.
33[deg]30' 08'' N., long. 111[deg]47' 20'' W.).
* * * * *
Issued in Washington DC, July 30, 2007.
Edith V. Parish,
Manager, Airspace and Rules Group.
BILLING CODE 4910-13-P
[[Page 44378]]
[GRAPHIC] [TIFF OMITTED] TR08AU07.010
[FR Doc. 07-3818 Filed 8-7-07; 8:45 am]
BILLING CODE 4910-13-C