[Federal Register Volume 62, Number 23 (Tuesday, February 4, 1997)]
[Proposed Rules]
[Pages 5188-5194]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-2636]
[[Page 5188]]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 71
[Airspace Docket No. 94-AWA-1]
RIN 2120-AAA
Proposed Modification of the Phoenix Class B Airspace Area;
Arizona
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This notice proposes to modify the Phoenix, AZ, (PHX) Class B
airspace area. Specifically, this action proposes to: reconfigure
several area boundaries; create new areas; and raise and/or lower the
floors of several of the existing areas. The FAA is proposing this
action to enhance safety, reduce the potential for midair collision,
and to better manage air traffic operations into, out of, and through
the PHX Class B airspace area while accommodating the concerns of
airspace users.
DATES: Comments must be received on or before March 21, 1997.
ADDRESSES: Send comments on the proposal in triplicate to the Federal
Aviation Administration, Office of the Chief Counsel, Attention: Rules
Docket, AGC-200, Airspace Docket No. 94-AWA-1, 800 Independence Avenue,
SW., Washington, DC 20591. The official docket may be examined in the
Rules Docket, Office of the Chief Counsel, Room 916, 800 Independence
Avenue, SW., Washington, DC, weekdays, except Federal holidays, between
8:30 a.m. and 5:00 p.m. An informal docket may also be examined during
normal business hours at the office of the Regional Air Traffic
Division.
FOR FURTHER INFORMATION CONTACT: Mr. William C. Nelson, Airspace and
Rules Division, ATA-400, Office of Air Traffic Airspace Management,
Federal Aviation Administration, 800 Independence Avenue, SW.,
Washington, DC 20591; telephone: (202) 267-8783.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested parties are invited to participate in this proposed
rulemaking by submitting such written data, views, or arguments as they
may desire. Comments that provide the factual basis supporting the
views and suggestions presented are particularly helpful in developing
reasoned regulatory decisions on the proposal. Comments are
specifically invited on the overall regulatory, aeronautical, economic,
environmental, and energy-related aspects of the proposal.
Communications should identify the airspace docket number and be
submitted in triplicate to the address listed above. Commenters wishing
the FAA to acknowledge receipt of their comments on this notice must
submit with those comments a self-addressed, stamped postcard on which
the following statement is made: ``Comments to Airspace Docket No. 94-
AWA-1.'' The postcard will be date/time stamped and returned to the
commenter. All communications received on or before the specified
closing date for comments will be considered before taking action on
the proposed rule. The proposal contained in this notice may be changed
in light of comments received. All comments submitted will be available
for examination in the Rules Docket both before and after the closing
date for comments. A report summarizing each substantive public contact
with FAA personnel concerned with this rulemaking will also be filed in
the docket.
Availability of NPRM's
Any person may obtain a copy of this Notice of Proposed Rulemaking
(NPRM) by submitting a request to the Federal Aviation Administration,
Office of Air Traffic Airspace Management, 800 Independence Avenue,
SW., Washington, DC 20591, or by calling (202) 267-8783. Communications
must identify the notice number of this NPRM. Persons interested in
being placed on a mailing list for future NPRM's should call the FAA's
Office of Rulemaking, (202) 267-9677, for a copy of Advisory Circular
No. 11-2A, Notice of Proposed Rulemaking Distribution System, that
describes the application procedure.
Background
On December 17, 1991, the FAA published the Airspace
Reclassification Final Rule (56 FR 65655). This rule discontinued the
use of the term ``Terminal Control Area'' (TCA) and replaced it with
the designation ``Class B airspace area.'' This change in terminology
is reflected in this NPRM.
The Class B airspace area program was developed to reduce the
potential for midair collision in the congested airspace surrounding
airports with high density air traffic by providing an area wherein all
aircraft are subject to certain operating rules and equipment
requirements.
The density of traffic and the type of operations being conducted
in the airspace surrounding major terminals increase the probability of
midair collisions. In 1970, an extensive study found that the majority
of midair collisions occurred between a general aviation (GA) aircraft
and an air carrier or military aircraft, or another GA aircraft. The
basic causal factor common to these conflicts was the mix of aircraft
operating under visual flight rules (VFR) and aircraft operating under
instrument flight rules (IFR). Class B airspace areas provide a method
to accommodate the increasing number of IFR and VFR operations. The
regulatory requirements of Class B airspace areas afford the greatest
protection for the greatest number of people by giving air traffic
control (ATC) increased capability to provide aircraft separation
service, thereby minimizing the mix of controlled and uncontrolled
aircraft.
On May 21, 1970, the FAA published the Designation of Federal
Airways, Controlled Airspace, and Reporting Points Final Rule (35 FR
7782). This rule provided for the establishment of TCAs. To date, the
FAA has established a total of 29 Class B airspace areas. The FAA is
proposing to take action to modify or implement the application of
these proven control areas to provide greater protection for air
traffic in the airspace areas most commonly used by passenger-carrying
aircraft.
The standard configuration of a Class B airspace area contains
three concentric circles centered on the primary airport extending to
10, 20, and 30 nautical miles (NM), respectively. The standard vertical
limits of the Class B airspace area normally should not exceed 10,000
feet mean sea level (MSL), with the floor established at the surface in
the inner area and at levels appropriate for the containment of
operations in the outer areas. Variations of these criteria may be
utilized contingent on the terrain, adjacent regulatory airspace, and
factors unique to the terminal area.
The coordinates for this airspace docket are based on North
American Datum 83. Class B airspace areas are published in paragraph
3000 of FAA Order 7400.9D dated September 4, 1996, and effective
September 16, 1996, which is incorporated by reference in 14 CFR
section 71.1. The Class B airspace area listed in this document would
be published subsequently in the Order.
Related Rulemaking Actions
On June 21, 1988, the FAA published the Transponder with Automatic
Altitude Reporting Capability Requirement Final Rule (53 FR 23356).
This rule requires all aircraft to have an altitude encoding
transponder when operating within 30 NM of any designated TCA primary
airport from the surface up to 10,000 feet MSL. This
[[Page 5189]]
rule excluded those aircraft that were not originally certificated with
an engine driven electrical system, (or those that have not
subsequently been certified with such a system), balloons, or gliders.
On October 14, 1988, the FAA published the TCA Classification and
TCA Pilot and Navigation Equipment Requirements Final Rule (53 FR
40318). This rule, in part, removed the different classifications of
TCAs, and requires the pilot-in-command of a civil aircraft operating
within a TCA to hold at least a private pilot certificate, except for a
student pilot who has received certain documented training.
Pre-NPRM Public Input
As announced in the Federal Register on May 18, 1993 (58 FR 29022),
a pre-NPRM informal airspace meeting was held on July 17, 1993, in
Glendale, AZ. The purpose of this meeting was to provide local airspace
users an opportunity to present input on the design of the proposed
modifications of the PHX Class B airspace area.
All comments received during the informal airspace meetings and the
subsequent comment period were considered and incorporated, in part, in
this NPRM. Verbal and written comments received by the FAA, and the
agency's responses are summarized below.
Analysis of Comments
Several commenters expressed concern that both the current and
proposed airspace design of the PHX Class B airspace area do not
provide adequate protection for aircraft executing the ILS Runway 26R
approach, visual approach to Runways 26L/R, and east departures at
Phoenix Sky Harbor International Airport.
The FAA agrees with this concern and proposes to modify Area A by
extending the existing eastern boundary approximately 2 NM eastward.
The FAA believes that extending the eastern boundary approximately 2 NM
eastward will afford adequate protection for instrument and visual
arrivals as well as easterly departures. Additionally, this proposed
modification would not impact those GA aircraft circumnavigating the
Class B airspace area.
One commenter stated that he was unable to attend the informal
airspace meeting, and specifically requests that information regarding
the proposed changes to the PHX Class B airspace area be forwarded to
the commenter.
The FAA finds that publication of this notice in the Federal
Register and the subsequent comment period will provide this commenter
and all interested parties with adequate notice and sufficient time to
review and comment on the proposed modification to the PHX Class B
airspace area.
Several commenters supported the reconfiguration of the airspace
west of Phoenix, specifically, the area west of 99th Avenue in Area B.
In Area B the FAA is proposing to introduce a boundary line running
north and south along 99th Avenue. The floor of Area B, east of this
proposed boundary line would remain at 3,000 feet MSL. However, the
floor west of this proposed boundary line in Area B would be merged
with the existing areas and raised to 4,000 feet MSL. The FAA is
proposing this modification to provide a means for nonparticipating
aircraft to traverse below the western portion of the PHX Class B
airspace area.
Several commenters stated that lowering the floors of Areas H to
the north and northeast, and Area I to the south in the PHX Class B
airspace area by 1,000 feet would unnecessarily contribute to more
noise pollution, constrict glider operations, and would inconvenience
GA aircraft attempting to fly under the Class B airspace area. In
addition, this portion of airspace is primarily used for the conveyance
of airline operations.
The FAA disagrees with these comments. The primary purpose of the
Class B airspace is to reduce the potential for midair collision by
providing an area wherein all aircraft are subject to certain operating
rules and equipment requirements. The proposed lowering of the floor by
1,000 feet in Areas H to the north and northeast and Area I to the
south in the PHX Class B airspace area is necessary due to the increase
in air traffic operations entering and exiting to the north and south.
The proposed lowering of the floors in Areas H to the north, and Area I
to the south would provide better management of air traffic flows, and
enhance safety between arrival and departure traffic. Additionally, the
FAA believes the proposal to lower the floors would not increase noise
levels in these outer areas. Lowering these particular floors from
8,000 to 7,000 feet MSL in Areas H and I would not impact GA aircraft
that now navigate under the airspace in these outer areas. For those
pilots who choose not to circumnavigate or traverse below the Class B
airspace area, they can use standard procedures and enter the PHX Class
B airspace area. Further, the FAA believes that the floors at 7,000
feet MSL in Areas H and I would have little or no significant impact on
glider operations.
Two commenters stated there is insufficient need to regulate the
airspace east of Phoenix (formerly airspace above Williams Air Force
Base) as proposed. These commenters recommended that the existing floor
of Area D east of Chandler and south of Falcon Field Airports be raised
from 4,000 to 6,000 feet MSL only.
The FAA agrees in part with this recommendation. Raising the shelf
as recommended would not contain participating high performance
aircraft in the farthest eastern portions of the proposed PHX Class B
airspace area. The FAA believes the expansion of the airspace to the
east of Phoenix is necessary to provide a safer transition area for
high performance aircraft operating to the east, into and out of the
PHX Class B airspace area. However, in this proposed expansion, in the
vicinity between Chandler and Falcon Field Airports, the FAA proposes
to merge the floor with the existing Area D at 4,000 feet MSL. It is
the FAA's objective to use only the minimum amount of airspace
essential to support the Class B airspace requirements. Further east
and above the former Williams Air Force Base, the FAA proposes a floor
of 6,000 feet MSL (Area J), and 8,000 feet MSL in the adjacent outer
area (Area K). The FAA believes these floors as proposed would provide
adequate airspace for GA aircraft to transit below the floors of the
Class B airspace operating east of Phoenix Sky Harbor International
Airport. Further, GA operators who choose not to fly below or
circumnavigate the area(s) can follow standard procedures and enter the
PHX Class B airspace area.
Several commenters state that the proposed modification of the PHX
Class B airspace area would have an economic impact regarding property
values.
The FAA disagrees. While the issue of property value is beyond the
scope of this notice, the FAA believes that the proposed modifications
of the PHX Class B airspace area will have no economic impact as it
pertains to property values.
The Proposal
The FAA proposes to amend 14 CFR part 71 by modifying the PHX Class
B airspace area. Specifically, this action (depicted on the attached
chart) proposes to: reconfigure Area A by expanding the existing
eastern boundary to the east; reconfigure the existing Area B west of
Phoenix; reconfigure Area D east of Phoenix; and raise or lower the
floor of several existing or modified areas. The FAA is proposing this
action to enhance safety, to reduce the potential for midair collision,
and
[[Page 5190]]
improve the management of air traffic operations into, out of, and
through the PHX Class B airspace area while accommodating the concerns
of airspace users.
Reconfiguration of the existing Area A by expanding its eastern
boundary approximately 2 NM east would ensure that aircraft operations
to and from the primary airport would be contained within the PHX Class
B airspace area. Modifying the existing Area B by establishing a
boundary line running north to south on 99th Avenue would provide GA
operators transiting west of Phoenix greater flexibility, thereby
reducing airspace incursions in this area. In this reconfiguration,
Area B would remain at 3,000 feet MSL; however, the western area would
be raised to merge with the existing 4,000 feet MSL of Area D.
The FAA proposes to reconfigure the boundaries of the airspace east
of Phoenix, as this airspace is necessary to contain high performance
aircraft within the PHX Class B airspace area. This modification would
expand the Class B airspace to the east-southeast approximately 15 NM
over that area formerly known as Williams Air Force Base. In addition,
the proposed expansion in these areas would create additional Areas J
and K. Areas J and K as proposed would have floors of 6,000 and 8,000
feet MSL respectively. This would maintain the FAA's objective to use
only the minimum amount of airspace necessary to contain Class B
operations and would provide sufficient airspace for GA operations
below the Class B airspace area east of Phoenix.
The proposal to lower the floors of Areas H and I by 1,000 feet in
the outer Areas H to the north and northeast and Area I to the south is
based on the increase in participating aircraft arriving and departing
the PHX Class B airspace area. In addition, the legal description for
Area D would be modified due to its expansion to the east and the
reconfiguration of Area A. The floors in these areas at 7,000 feet MSL
would allow arriving/transitioning aircraft to be in concert with
gradients for instrument procedures into and out of the primary
airport. This would allow for better airspace management, a more
efficient flow of traffic, and provide an enhancement to safety for
participating and nonparticipating aircraft. Further, the floors of
these areas allow adequate airspace for GA aircraft to maneuver below
the Class B airspace area, or pilots may use standard procedures and
enter the PHX Class B airspace area.
Areas E, F, and G, are not changed. Area K to the east, as
proposed, would be reconfigured to align with adjacent Area I. This
configuration would support the adjoining areas allowing for more
efficient transition of aircraft into and out of PHX Class B airspace
area. Furthermore, expanding the southeastern area to encompass this
airspace (formerly Williams Air Force Base) would provide Class B
airspace service to high performance aircraft transiting to and from
the en route structure.
Regulatory Evaluation Summary
Proposed changes to Federal regulations must undergo several
economic analyses. First, Executive Order 12866 directs that each
Federal agency propose or adopt a regulation only upon a reasoned
determination that the benefits of the intended regulation justify its
costs. Second, the Regulatory Flexibility Act of 1980 requires agencies
to analyze the economic effect of regulatory changes on small entities.
Third, the Office of Management and Budget directs agencies to assess
the effect of regulatory changes on international trade. In conducting
these analyses, the FAA has determined that this NPRM: (1) would
generate benefits that justify its minimal costs and is not ``a
significant regulatory action'' as defined in the Executive Order; (2)
is not significant as defined in the Department of Transportation's
Regulatory Policies and Procedures; (3) would not have a significant
impact on a substantial number of small entities; (4) would not
constitute a barrier to international trade; and (5) would not contain
any Federal intergovernmental or private sector mandates. These
analyses are summarized below in the docket.
A. Introduction
The Class B airspace area concept was developed to reduce the
likelihood of midair collisions in the congested airspace surrounding
large transportation hubs. These high density terminal areas present
complex air traffic conditions resulting from a mix of large turbine-
powered air carrier aircraft with other aircraft of varying performance
characteristics. Typically, expansion or contraction of Class B
airspace areas take place because of increases in complexity or
decreases in complexity, respectively.
Complexity refers to air traffic conditions resulting from a mix of
large turbine-powered air traffic and other aircraft of varying
performance characteristics and conditions, resulting from a mix of IFR
and VFR operated aircraft. When either mix increases, so does
complexity. As complexity increases, the risk of a midair collision
also increases. The FAA responds by increasing the Class B airspace
area whenever complexity increases. Conversely, the FAA contracts the
Class B airspace area when complexity decreases.
B. Costs
The NPRM would alter several existing area floors and lateral
boundaries, as well as, reconfigure and create new areas within the
limits of the PHX Class B airspace area. The FAA has determined that
altering the Class B airspace area would enhance aviation safety and
operational efficiency. This FAA determination is based on a change in
operational complexity over recent years in some of the existing areas
and the subsequent closure of Williams Air Force Base. The FAA contends
the modification of the airspace area would impose minimal, if any,
cost to either the agency or aircraft operators. In addition, the FAA
has determined that the modified airspace area would impose minimal, if
any, cost to operators that circumnavigate the area.
The NPRM would not impose any additional administrative costs on
the FAA for either personnel or equipment. The FAA has determined that
any additional workload created by the NPRM would be absorbed with
existing personnel and equipment already in place at Phoenix Sky Harbor
International Airport. The revision of aeronautical charts to reflect
changes in the airspace area are considered a part of the normal
periodic updating of the charts. The FAA currently revises aeronautical
charts every 6 months to reflect changes in the airspace environment.
The FAA does not expect to incur any additional charting cost as a
result of the modification of the Class B airspace area.
The FAA has determined that most aircraft operating in the modified
and expanded Class B airspace area already have two-way radio
communications capability and Mode C transponders. Therefore, the FAA
has determined that this NPRM would not impose any additional
installation cost for purchasing two-way radios and/or Mode C
transponders on a substantial number of operators.
The NPRM would modify the current PHX Class B airspace area by
establishing new areas, and by expanding or contracting the lateral
boundaries, and by raising or lowering the area floors of several of
the areas. The NPRM would not alter the ceiling of the Class B airspace
area, therefore the airspace ceiling would remain constant at 10,000
feet MSL. The FAA has determined that the modifications to
[[Page 5191]]
the airspace area would only require non-participating operators to
make small deviations from their current VFR flight paths north, south,
and east of Phoenix Sky Harbor International Airport. In addition, the
FAA has determined that the redesigned floors and lateral boundaries
would not reduce aviation safety.
C. Benefits
The NPRM would provide benefits for participating and non-
participating operators by redesigning the PHX Class B airspace area.
The NPRM would provide enhanced air traffic flow for turbine aircraft
and release some airspace for GA aircraft operators.
The FAA estimates that the total number of operations at Phoenix
Sky Harbor International Airport was 570,000 in 1995, up from 550,000
in 1994, and is projected to increase to 670,000 by the year 2000.
Also, passenger enplanements were estimated at 13.5 million in 1995, up
from 12.3 million in 1994, and are projected to increase to 18.0
million by the year 2000. The FAA has determined that this NPRM would
enhance operational safety by lowering the potential risk of midair
collisions, given the projected increase of total operations and
passenger enplanements at Phoenix Sky Harbor International Airport. The
NPRM would improve aviation safety as well as air traffic flow in the
PHX Class B airspace area by simplifying the airspace area boundaries
and reducing the possibility of pilot confusion. The agency, however,
is unable to quantify these small but worthwhile safety improvements.
D. Conclusion
The modification of the PHX Class B airspace area would generate
benefits by enhancing aviation safety and improving operational
efficiency in those areas where aircraft are approaching or departing
Phoenix Sky Harbor International Airport. In view of the minimal, if
any, cost of compliance and the benefits of enhanced aviation safety
and improved operational efficiency, the FAA has determined that this
NPRM is cost-beneficial.
Initial Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (RFA) was enacted by
Congress to ensure that small entities are not unnecessarily and
disproportionately burdened by Federal regulations. The RFA requires a
Regulatory Flexibility Analysis if a NPRM would have ``a significant
economic impact on a substantial number of small entities.'' FAA Order
2100.14A outlines the FAA's procedures and criteria for implementing
the RFA. Small entities are independently owned and operated small
businesses and small not-for-profit organizations. A substantial number
of small entities is defined as a number that is 11 or more and which
is more than one-third of the small entities subject to this NPRM.
For the purpose of this evaluation, the small entities that would
be potentially affected by this NPRM are defined as unscheduled air
taxi operators for hire owning nine or fewer aircraft, and flight
schools operating in the vicinity of the PHX Class B airspace area.
Only those unscheduled aircraft operators without the capability to
operate under IFR conditions would be potentially impacted by this
NPRM. The FAA has determined that all unscheduled air taxi operators
are already equipped to operate under IFR conditions. These operators
regularly fly into airports where radar approach control services have
been established such as the PHX Class B airspace area. The FAA
anticipates that flight training schools in the Phoenix area would
continue to operate below the floor of the modified Class B airspace
area without any difficulty. Thus, the FAA does not anticipate any
adverse impacts to occur as a result of the modified Class B airspace
area.
The FAA has determined that this NPRM would not result in a
significant economic impact on a substantial number of small entities.
Therefore, a regulatory flexibility analysis is not required under the
terms of the RFA.
International Trade Impact Assessment
This NPRM would not have international trade ramifications because
it is a domestic airspace matter that would not impose additional costs
or requirements on affected entities. The modification of Class B
airspace area would affect only U.S. terminal airspace operating
procedures at and in the vicinity of Phoenix, AZ. This NPRM would not
impose costs on aircraft operators or aircraft manufacturers in the
United States or foreign countries.
Unfunded Mandate Assessment
Title II of the Unfunded Mandates Reform Act of 1995 (the Act),
enacted as Public Law 104-4 on March 22, 1995, requires each Federal
agency, to the extent possible, permitted by law, to prepare a written
assessment of the effects of any Federal mandate in a proposed or final
agency rule that may result in the expenditure of $100 million or more
adjusted annually for inflation in any one year by State, local, and
tribal governments, in the aggregate, or by the private sector. Section
204(a) of the ACT, 2 U.S.C. 1534(a), requires the Federal agency to
develop an effective process to permit timely input by elected officers
(or their designees) of State, local and tribal governments on a
proposed ``significant intergovernmental mandate.'' A ``significant
intergovernmental mandate'' under the Act is any provision in a Federal
agency regulation that would impose an enforceable duty upon State,
local, and tribal governments, in the aggregate,(of $100 million
adjusted annually for inflation), in any one year. Section 203 of the
Act, 2 U.S.C. 1533, which supplements section 204(a), provides that
before establishing any regulatory requirements that might
significantly or uniquely affect small governments, the agency shall
have developed a plan that, among other things, provides notice to
potentially affected small governments, if any, and for a meaningful
and timely opportunity to provide input in the development of
regulatory proposals.
This NPRM does not contain any Federal intergovernmental or private
sector mandates. Therefore, the requirements of Title II of the
Unfunded Mandates Reform Act of 1995 do not apply.
List of Subjects in 14 CFR Part 71
Airspace, Incorporation by reference, Navigation (air).
The Proposed Amendment
In consideration of the foregoing, the Federal Aviation
Administration proposes to amend 14 CFR part 71 as follows:
PART 71--[AMENDED]
1. The authority citation for part 71 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854, 24
FR 9565, 3 CFR, 1959-1963 Comp., p. 389; 14 CFR 11.69.
Sec. 71.1 [Amended]
2. The incorporation by reference in 14 CFR 71.1 of the Federal
Aviation Administration Order 7400.9D, Airspace Designations and
Reporting Points, dated September 4, 1996, and effective September 16,
1996, is amended as follows:
Paragraph 3000 Subpart B-Class B Airspace
* * * * *
AWP AZ B Phoenix, AZ [Revised]
Phoenix Sky Harbor International Airport (Primary Airport)
(Lat. 33 deg.26'10'' N., long. 112 deg.00'34'' W.)
Phoenix VORTAC
(Lat. 33 deg.25'59'' N., long. 111 deg.58'13'' W.)
[[Page 5192]]
Boundaries
Area A. That airspace extending upward from the surface to and
including 10,000 feet MSL beginning at the intersection of 51st
Avenue and Camelback Road (lat. 33 deg.30'34'' N., long.
112 deg.10'08'' W.), extending east along Camelback Road to the
intersection of Camelback Road and Dobson Road (lat. 33 deg.30'07''
N., ong. 111 deg.52'26'' W.), thence south on Dobson Road to the
intersection of Dobson Road and Guadalupe Road (lat. 33 deg.21'49''
N., long. 111 deg.52'35'' W.), thence west on Guadalupe Road to the
intersection of Guadalupe Road and Interstate 10 (lat.
33 deg.21'50'' N., long. 111 deg.58'08'' W.), thence direct to lat.
33 deg.21'48'' N., long. 112 deg.06'30'' W., thence west on
Guadalupe Road to the intersection of Guadalupe Road and 51st Avenue
(lat. 33 deg.21'46'' N., long. 112 deg.10'09'' W.), thence north on
51st Avenue to the point of beginning.
Area B. That airspace extending upward from 3,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of 99th
Avenue and Camelback Road (lat. 33 deg.30'29'' N., long.
112 deg.16'22'' W.), thence east on Camelback Road to the
intersection of Camelback Road and 51st Avenue (lat. 33 deg.30'34''
N., long. 112 deg.10'08'' W.), thence south on 51st Avenue to the
intersection of 51st Avenue and Guadalupe Road (lat. 33 deg.21'46''
N., long. 112 deg.10'09'' W.), thence direct to lat. 33 deg.21'48''
N., long. 112 deg.06'30'' W., thence south direct to lat.
33 deg.18'18'' N., long. 112 deg.06'30'' W., thence west on Chandler
Boulevard to the intersection of Chandler Boulevard and the Gila
River (lat. 33 deg.18'18'' N., long. 112 deg.13'11'' W.), thence
northwest along the Gila River to the intersection of the Gila River
and 99th Avenue, (lat. 33 deg.22'38'' N., long. 112 deg.16'21'' W.),
thence north along the extension of 99th Avenue to the point of
beginning.
Area C. That airspace extending upward from 3,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of
Guadalupe Road and Interstate 10 (lat. 33 deg.21'50'' N., long.
111 deg.58'08'' W.), thence south on Interstate 10 to the
intersection of Interstate 10 and Chandler Boulevard (lat.
33 deg.18'19'' N., long. 111 deg.58'21'' W.), thence east on
Chandler Boulevard to the intersection of Gilbert Road and Chandler
Boulevard (lat. 33 deg.18'19'' N., long. 111 deg.47'22'' W.), thence
north on Gilbert Road to the intersection of Indian Bend Road (lat.
33 deg.32'20'' N., long. 111 deg.47'23'' W.), thence west on Indian
Bend Road to the intersection of Indian Bend Road and Pima/Price
Road (lat. 33 deg.32'18'' N., long. 111 deg.53'29'' W.), thence
south on Pima/Price Road to the intersection of Pima/Price Road and
Camelback Road (lat. 33 deg.30'07'' N, long. 111 deg.53'29'' W.),
thence east on Camelback Road to Dobson Road (lat. 33 deg.30'07'' N,
long. 111 deg.52'26'' W.), thence south on Dobson Road to the
intersection of Dobson Road and Guadalupe Road (lat. 33 deg.32'49''
N., long. 111 deg.52'35'' W.), thence west on Guadalupe Road to the
point of beginning.
Area D. That airspace extending upward from 4,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of
Cactus Road and the 20-mile arc of the Phoenix VORTAC (lat.
33 deg.35'35'' N., long. 111 deg.37'13'' W.), thence clockwise along
the 20-mile arc of the Phoenix VORTAC to the intersection of the 20-
mile arc of the Phoenix VORTAC and the Phoenix VORTAC 079 deg.
radial (lat. 33 deg.29'46'' N., long. 111 deg.34'44'' W.), thence
west along the Phoenix VORTAC 079 deg. radial to the intersection of
the Phoenix VORTAC 079 deg. radial and the 15-mile arc of the
Phoenix VORTAC (lat. 33 deg.28'50'' N., long. 111 deg.40'37'' W.),
thence south along the 15-mile arc of the Phoenix VORTAC to the
intersection of the Phoenix VORTAC 15-mile arc and the Phoenix
VORTAC 115 deg. radial (lat. 33 deg.19'37'' N., long.
111 deg.41'59''W.), thence southeast along the Phoenix VORTAC
115 deg. radial to the intersection of the Phoenix VORTAC 115 deg.
radial and the Phoenix VORTAC 20-mile arc (lat. 33 deg.17'29'' N.,
long. 111 deg.36'35'' W.), thence clockwise along the Phoenix VORTAC
20-mile arc to the intersection of the Phoenix VORTAC 20-mile arc
and Riggs Road (lat. 33 deg.12'58'' N., long. 111 deg.40'04'' W.),
thence west along Riggs Road to the intersection of the Gila River
and Valley Road (lat. 33 deg.13'10'' N., long. 112 deg.09'58'' W.),
thence northwest along the Gila River to the intersection of the
Gila River and Chandler Boulevard (lat. 33 deg.18'18'' N., long.
112 deg.12'03'' W.), thence east to lat. 33 deg.18'18'' N., long.
112 deg.06'30'' W., thence north to lat. 33 deg.21'48'' N., long.
112 deg.06'30'' W., thence east to the intersection of Guadalupe
Road and Interstate 10 (lat. 33 deg.21'50'' N., long.
111 deg.58'08'' W.), thence south on Interstate 10 to the
intersection of Interstate 10 and Chandler Boulevard (lat.
33 deg.18'19'' N., long. 111 deg.58'21'' W.), thence east along
Chandler Boulevard to the intersection of Chandler Boulevard and
Gilbert Road (lat. 33 deg.18'18'' N., long. 111 deg.47'22'' W.),
thence north along Gilbert Road to the intersection of Indian Bend
Road (lat. 33 deg.32'20'' N., long. 111 deg.47'23'' W.), thence west
along Indian Bend Road to the intersection of Pima/Price Road (lat.
33 deg.32'18'' N., long. 111 deg.53'29'' W.), thence south along
Pima/Price Road to the intersection of Pima/Price Road and Camelback
Road (lat. 33 deg.30'07'' N., long. 111 deg.53'29'' W.), thence west
along Camelback Road to the intersection of 99th Avenue (lat.
33 deg.30'29'' N., long. 112 deg.16'22'' W.), thence south on 99th
Avenue to the intersection of 99th Avenue and the Gila River (lat.
33 deg.19'55'' N., long. 112 deg.16'21'' W.), thence southeast along
the Gila River to the intersection of the Gila River and Chandler
Boulevard (lat. 33 deg.18'18'' N., long. 112 deg.12'03'' W.), thence
west along Chandler Boulevard to the intersection of an extension of
Chandler Boulevard and Litchfield Road (lat. 33 deg.18'18'' N.,
long. 112 deg.21'29'' W.), thence north along Litchfield Road to the
intersection of Litchfield Road and Camelback Road (lat.
33 deg.30'29'' N., long. 112 deg.21'29'' W.), thence east along
Camelback Road to lat. 33 deg.30'30'' N., long. 112 deg.19'23'' W.,
thence direct to lat. 33 deg.35'34'' N., long. 112 deg.13'55'' W.,
thence direct to lat. 33 deg.36'35' N., long. 112 deg.13'38'' W.,
thence east along Thunderbird Road and Cactus Road to the
intersection of Cactus Road and the 20-mile arc of the Phoenix
VORTAC.
Area E. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL beginning at lat. 33 deg.41'41'' N.,
long. 112 deg.13'05'' W., beginning on the 20-mile arc of the
Phoenix VORTAC, thence clockwise along the 20-mile arc of the
Phoenix VORTAC to intersection of the Phoenix VORTAC 20-mile arc and
Cactus Road (lat. 33 deg.35'35'' N., long. 111 deg.37'13'' W.),
thence west on Cactus Road, to the intersection of Cactus Road and
Thunderbird Road (lat. 33 deg.36'35'' N., long. 112 deg.13'38'' W.),
thence direct to the point of beginning.
Area F. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of Riggs
Road and the 20-mile arc of the Phoenix VORTAC (lat. 33 deg.12'58''
N., long. 111 deg.40'04'' W.), thence clockwise along the 20-mile
arc of the Phoenix VORTAC to the intersection of the 20-mile arc of
the Phoenix VORTAC and Valley Road (lat. 33 deg.07'58'' N., long.
112 deg.08'40'' W.), thence north along Valley Road to the
intersection of Valley Road, Riggs Road and the Gila River (lat.
33 deg.13'10'' N., long. 112 deg.09'58''W.), thence east along Riggs
Road to the point of beginning.
Area G. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
25-mile arc of the Phoenix VORTAC and Camelback Road (lat.
33 deg.30'30'' N., long. 112 deg.27'37'' W.), thence east on
Camelback Road to the intersection of Camelback Road and Litchfield
Road (lat. 33 deg.30'29'' N., long. 112 deg.21'29'' W.), thence
south on Litchfield Road to the intersection of Litchfield Road and
Chandler Boulevard (lat. 33 deg.18'18'' N., long. 112 deg.21'29''
W.), thence west along Chandler Boulevard to the intersection of the
25-mile arc of the Phoenix VORTAC (lat. 33 deg.18'10'' N., long.
112 deg.26'34'' W.), thence clockwise along the 25-mile arc of the
Phoenix VORTAC to the point of beginning.
Area H. That airspace extending upward from 7,000 feet MSL to
and including 10,000 feet MSL beginning at a point at lat.
33 deg.46'13'' N., long. 112 deg.15'51'' W., on the 25-mile arc of
the Phoenix VORTAC, thence clockwise along the 25-mile arc of the
Phoenix VORTAC to the intersection of the 25-mile arc of the Phoenix
VORTAC and Interstate 17 (lat. 33 deg.49'30'' N., long.
112 deg.08'37'' W.), thence south along Interstate 17 to the
intersection of Interstate 17 and the 20-mile arc of the Phoenix
VORTAC (lat. 33 deg.44'31'' N., long. 112 deg.07'18'' W.), thence
counterclockwise along the 20-mile arc of the Phoenix VORTAC to lat.
33 deg.41'41'' N., long. 112 deg.13'05'' W., thence direct to the
point of beginning; and that airspace beginning at the intersection
of the 20-mile arc of the Phoenix VORTAC and the Phoenix VORTAC
005 deg. radial (lat. 33 deg.45'57'' N., long. 111 deg.56'07''' W.),
thence north along the Phoenix VORTAC 005 deg. radial to the
intersection of the Phoenix VORTAC 005o radial and the 25-mile arc
of the Phoenix VORTAC (lat. 33 deg.50'56'' N., long. 111 deg.55'36''
W.), thence clockwise along the 25-mile arc of the Phoenix VORTAC to
the intersection of the 25-mile arc of the Phoenix VORTAC and the
Phoenix VORTAC 025 deg. radial (lat. 33 deg.48'40'' N., long.
111 deg.45'32'' W.), thence southwest along the Phoenix VORTAC
025 deg. radial to the intersection of the Phoenix VORTAC 025 deg.
radial and the 20-mile arc of the Phoenix VORTAC (lat.
33 deg.44'08'' N., long. 111 deg.48'05'' W.), thence
counterclockwise along the 20-
[[Page 5193]]
mile arc of the Phoenix VORTAC to the point of beginning.
Area I. That airspace extending upward from 7,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
20-mile arc of the Phoenix VORTAC and the Phoenix VORTAC 115 deg.
radial (lat. 33 deg.17'29'' N., long. 111 deg.36'35'' W.), thence
southeast along the Phoenix VORTAC 115 deg. radial to the
intersection of the Phoenix VORTAC 115 deg. radial and the 25-mile
arc of the Phoenix VORTAC (lat. 33 deg.15'21'' N., long.
111 deg.31'12'' W.), thence clockwise along the 25-mile arc of the
Phoenix VORTAC to the intersection of the 25-mile arc of the Phoenix
VORTAC and the Phoenix VORTAC 168 deg. radial (lat. 33 deg.01'29''
N., long. 111 deg.57'02'' W.), thence north along the Phoenix VORTAC
168 deg. radial to the intersection of the Phoenix VORTAC 168 deg.
radial and the 20-mile arc of the Phoenix VORTAC (lat.
33 deg.06'23'' N., long. 111 deg.53'16'' W.), thence
counterclockwise along the 20-mile arc of the Phoenix VORTAC to the
point of beginning.
Area J. That airspace extending upward from 6,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
15-mile arc of the Phoenix VORTAC and the Phoenix VORTAC 079 deg.
radial (lat. 33 deg.28'50'' N., long. 111 deg.40'37'' W.), thence
northeast along the Phoenix VORTAC 079 deg. radial to the
intersection of the Phoenix VORTAC 079 deg. radial and the 20-mile
arc of the Phoenix VORTAC (lat. 33 deg.29'46'' N., long.
111 deg.34'44'' W.), thence clockwise along the 20-mile arc of the
Phoenix VORTAC to the intersection of the 20-mile arc of the Phoenix
VORTAC and the Phoenix VORTAC 115 deg. radial (lat. 33 deg.17'29''
N., long. 111 deg.36'35'' W.), thence northwest along the Phoenix
VORTAC 115 deg. radial to the intersection of the Phoenix VORTAC
115 deg. radial and the 15-mile arc of the Phoenix VORTAC (lat.
33 deg.19'37'' N., long. 111 deg.41'59'' W.), thence
counterclockwise along the 15-mile arc of the Phoenix VORTAC to the
point of beginning.
Area K. That airspace extending upward from 8,000 feet MSL to
and including 10,000 feet MSL beginning at the intersection of the
20-mile arc of the Phoenix VORTAC and the Phoenix VORTAC 025 deg.
radial (lat. 33 deg.44'08'' N., long. 111 deg.48'05'' W.), thence
northeast along the Phoenix VORTAC 025 deg. radial to the
intersection of the Phoenix VORTAC 025 deg. radial and the 25-mile
arc of the Phoenix VORTAC (lat. 33 deg.48'40'' N., long.
111 deg.45'32'' W.), thence clockwise along the 25-mile arc of the
Phoenix VORTAC to the intersection of the 25-mile arc of the Phoenix
VORTAC and the Phoenix VORTAC 115 deg. radial (lat. 33 deg.15'21''
N., long. 111 deg.31''12'' W.), thence northwest along the Phoenix
VORTAC 115 deg. radial to the intersection of the Phoenix VORTAC
115 deg. radial and the 20-mile arc of the Phoenix VORTAC (lat.
33 deg.17'29'' N., long. 111 deg.36'35'' W.), thence
counterclockwise along the 20-mile arc of the Phoenix VORTAC to the
point of beginning.
* * * * *
Issued in Washington, DC, on January 24, 1997.
Jeff Griffith,
Program Director for Air Traffic Airspace Management.
Note: This Appendix will not appear in the Code of Federal
Regulations.
Appendix--Phoenix Sky Harbor International Airport Class B Airspace
Area.
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[GRAPHIC] [TIFF OMITTED] TP04FE97.004
[FR Doc. 97-2636 Filed 2-3-97; 8:45 am]
BILLING CODE 4910-13-C
