Modification of the Phoenix Class B Airspace Area; Arizona, 44372-44379 [07-3818]
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Federal Register / Vol. 72, No. 152 / Wednesday, August 8, 2007 / Rules and Regulations
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
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
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:
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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
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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)
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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
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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° to 3.5°.
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° 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
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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 3,000foot 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 3,000foot 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
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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. 10,000foot 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
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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 nonparticipating aircraft closer to the
ground. The AOPA proposal is contrary
to its concerns with forcing nonparticipating pilots to fly at lower
altitudes elsewhere.
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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°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
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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
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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.
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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
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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-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,
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
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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
In consideration of the foregoing, the
Federal Aviation Administration
amends 14 CFR part 71 as follows:
I
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:
I
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
I
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September 15, 2006, is amended as
follows:
Paragraph 3000—Subpart B—Class B
Airspace.
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AWP AZ B Phoenix, AZ [Revised]
Phoenix Sky Harbor International Airport
(Primary Airport)
(Lat. 33°26′03″ N., long. 112°00′42″ 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° 54′55″ 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 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
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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″., 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
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 the PXR
25 DME arc (lat. 33°35′00″ N., long. 112°26′7″
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 arc; 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
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to lat. 33°21′25″ N., long. 111°54′55″ 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′″ 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
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° radial;
thence south along the PXR 354° 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 the
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
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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° radial; thence south
along the PXR 354° 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° 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°
radial; thence north along the PXR 354°
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″
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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′31″ 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° radial; thence south
along the PXR 354° 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
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44377
PXR 25 DME arc and PXR 127° radial; thence
southeast along the PXR 127° 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°
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.).
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Issued in Washington DC, July 30, 2007.
Edith V. Parish,
Manager, Airspace and Rules Group.
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BILLING CODE 4910–13–C
Federal Register / Vol. 72, No. 152 / Wednesday, August 8, 2007 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 97
[Docket No. 30562 Amdt. No. 3229]
Standard Instrument Approach
Procedures, Weather Takeoff
Minimums; Miscellaneous
Amendments
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
FOR FURTHER INFORMATION CONTACT:
This amendment establishes,
amends, suspends, or revokes Standard
Instrument Approach Procedures
(SIAPs) and/or Weather Takeoff
Minimums for operations at certain
airports. These regulatory actions are
needed because of the adoption of new
or revised criteria, or because of changes
occurring in the National Airspace
System, such as the commissioning of
new navigational facilities, addition of
new obstacles, or changes in air traffic
requirements. These changes are
designed to provide safe and efficient
use of the navigable airspace and to
promote safe flight operations under
instrument flight rules at the affected
airports.
DATES: This rule is effective August 8,
2007. The compliance date for each
SIAP and/or Weather Takeoff
Minimums is specified in the
amendatory provisions.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of August 8,
2007.
ADDRESSES: Availability of matters
incorporated by reference in the
amendment is as follows:
For Examination—
1. FAA Rules Docket, FAA
Headquarters Building, 800
Independence Avenue, SW.,
Washington, DC 20591;
2. The FAA Regional Office of the
region in which the affected airport is
located;
3. The National Flight Procedures
Office, 6500 South MacArthur Blvd.,
Oklahoma City, OK 73169 or,
4. The National Archives and Records
Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030,
or go to: https://www.archives.gov/
federal_register/
code_of_federal_regulations/
ibr_locations.html.
For Purchase—Individual SIAP and
Weather Takeoff Minimums copies may
be obtained from:
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SUMMARY:
VerDate Aug<31>2005
16:26 Aug 07, 2007
1. FAA Public Inquiry Center (APA–
200), FAA Headquarters Building, 800
Independence Avenue, SW.,
Washington, DC 20591; or
2. The FAA Regional Office of the
region in which the affected airport is
located.
By Subscription—Copies of all SIAPs
and Weather Takeoff Minimums mailed
once every 2 weeks, are for sale by the
Superintendent of Documents, U.S.
Government Printing Office,
Washington, DC 20402.
Jkt 211001
Donald P. Pate, Flight Procedure
Standards Branch (AFS–420), Flight
Technologies and Programs Division,
Flight Standards Service, Federal
Aviation Administration, Mike
Monroney Aeronautical Center, 6500
South MacArthur Blvd., Oklahoma City,
OK. 73169 (Mail Address: P.O. Box
25082 Oklahoma City, OK. 73125)
telephone: (405) 954–4164.
This
amendment to Title 14 of the Code of
Federal Regulations, Part 97 (14 CFR
part 97), establishes, amends, suspends,
or revokes SIAPs and/or Weather
Takeoff Minimums. The complete
regulatory description of each SIAP
and/or Weather Takeoff Minimums is
contained in official FAA form
documents which are incorporated by
reference in this amendment under 5
U.S.C. 552(a), 1 CFR part 51, and 14
CFR part 97.20. The applicable FAA
Forms are identified as FAA Forms
8260–3, 8260–4, 8260–5 and 8260–15A.
Materials incorporated by reference are
available for examination or purchase as
stated above.
The large number of SIAPs and/or
Weather Takeoff Minimums, their
complex nature, and the need for a
special format make their verbatim
publication in the Federal Register
expensive and impractical. Further,
airmen do not use the regulatory text of
the SIAPs and/or Weather Takeoff
Minimums but refer to their depiction
on charts printed by publishers of
aeronautical materials. Thus, the
advantages of incorporation by reference
are realized and publication of the
complete description of each SIAP and/
or Weather Takeoff Minimums
contained in FAA form documents is
unnecessary. The provisions of this
amendment state the affected CFR
sections, with the types and effective
dates of the SIAPs and/or Weather
Takeoff Minimums. This amendment
also identifies the airport, its location,
the procedure identification and the
amendment number.
SUPPLEMENTARY INFORMATION:
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44379
The Rule
This amendment to 14 CFR part 97 is
effective upon publication of each
separate SIAP and/or Weather Takeoff
Minimums as contained in the
transmittal. Some SIAP and/or Weather
Takeoff Minimums amendments may
have been previously issued by the FAA
in a Flight Data Center (FDC) Notice to
Airmen (NOTAM) as an emergency
action of immediate flight safety relating
directly to published aeronautical
charts. The circumstances which
created the need for some SIAP, and/or
Weather Takeoff Minimums
amendments may require making them
effective in less than 30 days. For the
remaining SIAPs and/or Weather
Takeoff Minimums, an effective date at
least 30 days after publication is
provided.
Further, the SIAPs and/or Weather
Takeoff Minimums contained in this
amendment are based on the criteria
contained in the U.S. Standard for
Terminal Instrument Procedures
(TERPS). In developing these SIAPs
and/or Weather Takeoff Minimums, the
TERPS criteria were applied to the
conditions existing or anticipated at the
affected airports. Because of the close
and immediate relationship between
these SIAPs and/or Weather Takeoff
Minimums and safety in air commerce,
I find that notice and public procedure
before adopting these SIAPs and/or
Weather Takeoff Minimums are
impracticable and contrary to the public
interest and, where applicable, that
good cause exists for making some
SIAPs and/or Weather Takeoff
Minimums effective in less than 30
days.
Conclusion
The FAA has determined that this
regulation only involves an established
body of technical regulations for which
frequent and routine amendments are
necessary to keep them operationally
current. It, therefore—(1) Is not a
‘‘significant regulatory action’’ under
Executive Order 12866; (2) is not a
‘‘significant rule’’ under DOT
Regulatory Policies and Procedures (44
FR 11034; February 26, 1979); and (3)
does not warrant preparation of a
regulatory evaluation as the anticipated
impact is so minimal. For the same
reason, the FAA certifies that this
amendment will not have a significant
economic impact on a substantial
number of small entities under the
criteria of the Regulatory Flexibility Act.
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Agencies
[Federal Register Volume 72, Number 152 (Wednesday, August 8, 2007)]
[Rules and Regulations]
[Pages 44372-44379]
From the Federal Register Online via the Government Printing 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.
-----------------------------------------------------------------------
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