Modification of Class B Airspace; Las Vegas, NV, 43772-43780 [2013-17477]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 78, Number 140 (Monday, July 22, 2013)]
[Rules and Regulations]
[Pages 43772-43780]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2013-17477]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 71

[Docket No. FAA-2012-0966; Airspace Docket No. 12-AWA-5]
RIN 2120-AA66


Modification of Class B Airspace; Las Vegas, NV

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This action modifies the Las Vegas, NV, Class B airspace area 
to ensure the containment of large turbine-powered aircraft within 
Class B airspace, reduce air traffic controller workload, and reduce 
the potential for midair collision in the Las Vegas, NV, terminal area.

DATES: Effective Date: 0901 UTC, August 22, 2013. 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: Paul Gallant, Airspace Policy and ATC 
Procedures Group, Office of Airspace Services, Federal Aviation 
Administration, 800 Independence Avenue SW., Washington, DC 20591; 
telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION:

History

    On October 26, 2012, the FAA published in the Federal Register a 
notice of proposed rulemaking (NPRM) to modify the Las Vegas, NV, Class 
B airspace area (77 FR 65332). Interested parties were invited to 
participate in this rulemaking effort by submitting written comments on 
the proposal.
    By letter dated December 7, 2012, the Aircraft Owners and Pilots 
Association (AOPA) requested that the FAA extend the comment period for 
at least 30 days. AOPA stated that the original comment period 
encompassed two Federal holiday periods and that no comments had been 
posted to the docket as of the date of their letter. The FAA determined 
that reopening of the comment period was consistent with the public 
interest. On January 14, 2013, the FAA published in the Federal 
Register a notice reopening the comment period until February 13, 2013 
(78 FR 2646).
    The Aircraft Owners and Pilots Association (AOPA) and six 
individuals responded to the NPRM comment periods. The FAA considered 
all

[[Page 43773]]

comments received before making a determination on this final rule.

Discussion of Comments

Increasing the Class B Ceiling From 9,000 Feet MSL to 10,000 Feet MSL

    AOPA commented that the higher ceiling would decrease Visual Flight 
Rules (VFR) pilots' ability to overfly the Class B airspace thus 
requiring them to circumnavigate the area.
    The FAA acknowledges AOPA's concern, but believes the impact to 
general aviation to be minimal. With the 9,000-foot ceiling, in order 
to transition the Class B, general aviation pilots on westerly headings 
must: Receive clearance through Class B airspace; climb to 10,500 feet 
and overfly Class B; or circumnavigate the area. Raising the ceiling to 
10,000 feet will only affect flights on easterly headings that prior to 
this rule overflew the airspace at 9,500 feet. If the pilot does not 
obtain Class B services at 9,500 feet, the aircraft can still overfly 
Class B at 11,500 feet or circumnavigate as they did previously.
    AOPA also disagreed with the FAA's position that the higher ceiling 
is needed to reduce the number of Traffic Alert and Collision Avoidance 
System (TCAS) alerts between Las Vegas arrivals and aircraft transiting 
on VOR Federal airways V-21 and V-394. Instead, AOPA suggested that the 
Class B ceiling be raised only where needed, or that routes available 
for transition on those airways be altered.
    The 9,000-foot MSL ceiling allows overflight of the Class B at 
9,500 feet MSL. The FAA provided data during the development of Class B 
airspace modification that clearly identifies conflicts between the two 
airways and the arrival/departure procedures utilized at Las Vegas. If 
a general aviation aircraft is operating on the airway at 9,500 feet, 
and not communicating with ATC, the controller must take action to 
avoid any conflicts. Furthermore, when the controller has to stop an 
aircraft arrival above the VFR aircraft, the arrival aircraft has to 
come off its profile descent. This is also critical when a westbound 
departure's climb must be stopped below a VFR aircraft at 9,500 feet, 
or the departure must be vectored to avoid the nonparticipating 
traffic. The Minimum Vectoring Altitude (MVA) in this area is 10,000 
feet MSL. The controller must then vector the aircraft around the V-394 
traffic to gain altitude before directing the departure aircraft to 
resume its own navigation. Raising the ceiling to 10,000 feet MSL will 
allow profile descents to continue unimpeded, or allow ATC to approve 
and separate V-394 traffic from the profile descent aircraft. Departure 
procedures will also benefit from the higher ceiling.
    Regarding the suggestion to raise the Class B ceiling only in 
selected areas, the Ad Hoc Committee considered that alternative and 
opined that raising the ceiling in that manner will add complexity to 
the airspace design. The FAA agrees to investigate alternative 
transitions through Class B for VFR aircraft. This was also discussed 
at length during the Ad Hoc Committee meetings. However, the FAA 
believes the Class B airspace must be modified first to fully evaluate 
transition routes.
    AOPA questioned the FAA's statement in the NPRM that the increased 
ceiling height would provide more airspace for controllers to 
accomplish sequencing, later application of speed control, and would 
make the airspace easier for VFR pilots to identify. AOPA believes such 
an expansion of Class B airspace substantially would decrease 
flexibility, efficiency, and safety for general aviation aircraft 
operating outside of the Class B boundaries. Piston powered aircraft 
are significantly impacted by density altitude constraints. Any 
increase to the Las Vegas Class B ceiling height will limit the number 
of aircraft able to climb over the Class B, and will substantially 
increase the time, expense, and fuel required in doing so.
    The FAA understands the Class B modifications will have impact on 
all users of the airspace, but we strive to minimize the impacts as 
much as possible. This policy was followed throughout the entire 
modernization process, and overall, the FAA believes that raising the 
ceiling from 9,000 feet MSL to 10,000 feet MSL has the least impact.
    Another commenter claimed that the FAA chose to ignore advice from 
the Ad Hoc Committee regarding general aviation access to the airspace 
between 9,000 and 10,000 feet.
    The Ad Hoc Committee could not reach consensus on the ceiling 
height issue. An Ad Hoc Committee meeting was held specifically to 
discuss the ceiling height, and after much discussion, four of the 
seven members voted to raise the ceiling. It was therefore submitted as 
a Committee recommendation to raise the ceiling to 10,000 feet.
    One commenter stated that increasing the Class B ceiling to 10,000 
MSL limits Sport Pilot operations transitioning the Las Vegas Valley, 
in that Sport pilots would be forced to fly low around the edges of the 
lower Class B shelves and closer to hazardous mountainous terrain.
    Considering that the primary purpose of Class B airspace is to 
reduce the potential for midair collisions, the FAA acknowledges that 
under this rule, there will be some impact to airspace users. Title 14 
CFR parts 61 and 91 provide guidance for sport pilots. Section 61.315 
limits sport aircraft operations to a maximum of 10,000 feet MSL or 
2,000 feet AGL, which ever is higher. Under that limitation, those 
sport pilot flights that transition today from the northeast to the 
southwest are already required to transition the area either by 
requesting Class B clearance or circumnavigating the Class B. 
Therefore, the effect of raising the ceiling from 9,000 to 10,000 feet 
MSL will only impact those who previously flew over the Class B 
airspace at 9,500 feet MSL from west to east.
    One commenter stated that the Class B airspace configuration should 
not cause the surrounding air traffic to be put in greater danger of 
collision with each other and the terrain. The commenter added that, 
when departing south, southwest, and west, especially at night, terrain 
clearance under area G is inadequate. The commenter maintained that, 
even with Class B clearance, controllers tend to keep a pilot too low. 
The commenter said that trying to accommodate all possible approaches 
and departures within Class B airspace should not be at the expense of 
real safety concerns.
    The FAA disagrees. On the contrary, the issue of raising the 
ceiling and any added risks that might be introduced by such action was 
thoroughly discussed during ad hoc committee and the public informal 
airspace meetings. The floor of Area G remains unchanged at 5,000 feet 
MSL. The FAA's proposal to modify Class B is driven by safety concerns 
about the potential for a midair collision if changes are not made in 
the Las Vegas Valley. Data has shown that if the airspace is modified 
as was proposed, the potential of a midair collision is reduced. FAA 
directives require that instrument procedures be contained within Class 
B airspace for the very purpose of reducing that potential. The FAA 
agrees that an added level of safety can be achieved by developing VFR 
transition routes in and around the valley, however such routes cannot 
be designed until the final Class B airspace configuration is 
determined.

Need for Transition Routes or Corridors Through the Las Vegas Valley

    AOPA requested the establishment of a VFR transition route to allow 
easier access through the Class B, adding that

[[Page 43774]]

the route should be located to allow routine and consistent 
availability.
    The FAA agrees and has taken action outside the scope of this 
rulemaking action to develop transition routes through the valley. 
After the Class B airspace modifications are complete, the FAA will be 
able to better evaluate possible transition routes.
    A commenter contended that the FAA failed to add RNAV terminal 
routes as requested by stakeholders.
    The FAA disagrees. With any major airspace change, a baseline must 
be provided before specific routings can be determined. This is 
especially true in the Las Vegas Valley with its many constraints of 
terrain, close airport proximity, and special use airspace. In the case 
of this airspace modification project and its many challenges, all 
routes could not be developed prior to final airspace approval. One of 
the earliest challenges preventing us from developing the routes was 
that the Class B is too compressed to handle the traffic volume. While 
the above constraints limit the available options for establishing 
terminal routings, we will be able to further examine the issue once 
the Class B modification takes effect.
    A commenter raised concerns about Area F and Area G (near 
Cottonwood Pass and Columbia Pass). Expanding Area G farther northwest 
at 5,000 feet MSL, and lowering the altitude of Area F to 7,000 feet 
MSL constricts VFR traffic that are transitioning southwest from North 
Las Vegas airport and attempting to remain clear of the LAS Class B and 
the mountainous terrain. Accidents have occurred in that area when ATC 
was unable to service VFR transitions through the Class B and aircraft 
were instructed to ``remain clear of Class B,'' especially at night. 
The lower Area F floor also condenses the airspace available for flight 
training.
    The FAA understands that modifications in this area will impact 
general aviation and has met several times with local general aviation 
users to mitigate some of that impact. Previously, the LAS Class B did 
not fully contain instrument procedures in Class B airspace, in 
particular Area F. This particular area is heavily used for instrument 
operations at McCarran International Airport and by the Jean Airport 
glider community. It has been identified as a high risk potential for a 
midair collision. This is one area where the FAA needs to reduce that 
potential by developing transition routes. In its preliminary design, 
the FAA proposed to lower the floor of Area F to 6,000 feet MSL. The Ad 
Hoc Committee recommended the floor be set at 7,500 feet MSL. The FAA 
determined that the floor could be raised to 7,000 feet MSL but could 
not be raised any higher in order to contain the ILS approach serving 
Runway 1L at Las Vegas McCarran.

Complexity of the Class B Design

    A commenter wrote that the FAA failed to accept an ad hoc committee 
recommendation to harmonize most area boundaries.
    On the contrary, the FAA worked closely with the Ad Hoc Committee 
to adjust subarea boundaries to make the design as accommodating as 
possible for other users of the airspace. FAA Class B airspace design 
guidance calls for simplification of the airspace area configuration, 
and that the area must be designed to contain all instrument procedures 
within Class B airspace. However, the unique geography of the Las Vegas 
Valley, combined with the close proximity of several busy airports and 
special use airspace, created challenges in designing a Class B 
airspace area that fully meets both the simplification and containment 
requirements.
    The FAA accepted most of the Ad Hoc Committee recommendations; 
however, not all recommendations could be fully adopted due to the 
requirement to contain instrument procedures within Class B airspace. 
The design of some areas, such as Area F and Area O, was determined by 
the configuration of instrument approach procedures into LAS and the 
need to contain those procedures within Class B airspace. As examples, 
Area C experienced a high Class B excursion rate for aircraft landing 
from the east and the Ad Hoc Committee agreed with lowering that floor. 
On the left downwind to Runway 25, ATC is required to have the aircraft 
in position to intercept the ILS glideslope at or below the glideslope 
altitude of 5,000 feet MSL. The eastbound profiles for the procedures 
previously kept aircraft contained in Class B to 6,000 feet MSL. By 
slightly aligning the boundaries of Areas A, B, and E, the FAA was able 
to capture the flight tracks within the Class B surface area. However, 
Area S was designed to contain instrument procedures and the holding 
pattern at the Boulder City VOR in the Class B. This precluded the use 
of a common boundary to define Areas B, D, P and S.
    A more detailed discussion of the Ad Hoc Committee's 
recommendations for the design of various Class B subareas, and the 
FAA's responses, can be found in the NPRM.

Amendment of Area Floors

    A commenter stated that the Las Vegas Class B airspace is already 
complicated, even for a skilled pilot familiar with the Las Vegas area. 
The airspace changes make it impossible to navigate for a less 
experienced VFR pilot new to Las Vegas airspace, especially in reduced 
visibility; and these changes make the airspace available only to IFR 
operations. The commenter contended that the proposed design creates 
various hazards for general aviation aircraft operating in the area. As 
a solution, the commenter suggested raising the floors of Areas C, F 
and O.
    The floor of Area F is needed to contain approaches into LAS and 
cannot be raised. Area C has shown a high Class B excursion rate for 
aircraft landing from the east, and the ad hoc committee agreed to 
lower its floor. Area O also is designed to contain procedures.
    Another commenter asked if a 7,000 foot MSL floor in Area F is 
needed for the ILS Runway 1L approach to LAS, or if the portion of Area 
F can kept at 8,000 feet MSL northwest, of and aligned with the 210R 
(M), proposed for Area R. The commenter said this would allow greater 
terrain clearance for VFR departures from the valley to the southwest 
along the Cottonwood and Columbia passes.
    Area F was carefully considered in the airspace design phase, and 
several revisions were made prior to the design submitted for 
rulemaking. The FAA attempted to keep Area F aligned as much as 
feasible to simplify the design for the general aviation user. In 
discussion with local soaring club users at Jean Airport, Areas F and R 
were again re-defined, offering some relief to the impact that lowering 
the floor of Area F and adding the new Area R would have on their 
operation.
    The commenter added that raising the floor of Class B for Area T is 
good for terrain avoidance for aircraft transitioning from KVGT to KHND 
and 0L7 (Jean Airport). However, the commenter believed it creates 
potential airspace violations for aircraft to descend back below 4,500 
feet northbound or 5,000 feet southbound. The commenter suggested that 
the Area T boundaries be aligned with the proposed 255[deg] radial (M) 
of Area G and with the Area I 280[deg] radial (M).
    Area T was derived from Ad Hoc Committee discussions proposing to 
raise the Class B floor west of LAS to at least 5,500 feet MSL to 
provide additional terrain clearance. However, the northern boundary of 
Area T could

[[Page 43775]]

not be extended further due to interference with the STAAV Departure 
Procedure. Similarly, the southern Area T boundary could not be 
extended further into Area G because that airspace is needed to contain 
aircraft descending for the ILS Runway 25L and 25R approaches and to 
contain the SHEAD departure procedure.
    A commenter said that lowering the floor of Area F and creating the 
new Area R makes the VFR Rocks Route more challenging when flying north 
into KVGT. The commenter suggested that the floor of Area I be raised 
from 4,500 to 5,000 feet to accommodate southwest departures from KVGT. 
Currently departures from KVGT are limited to under 4,500 feet and less 
than 200 degrees heading forcing steep climbs after exiting the Class B 
to get over southbound terrain which rises to 7,000-8,000 feet. Another 
commenter who regularly departs/arrives KHND to the southwest calls the 
proposed lowering of Area F floor from 8,000 to 7,000 feet 
unacceptable. He said that to clear the sharply rising terrain now, he 
flies as close as possible to the 5,000' floor, and starts an 
aggressive climb the moment he's clear of that restriction and then 
continues climbing typically to 10,500 feet, just avoiding the 8,000' 
floor. He said the onboard terrain warning often alerts during this 
departure. He stated that the return trip is similar and he sets the 
onboard terrain warning to 7,400 feet to clear the mountains between 
Sky Ranch and Goodsprings. He said that the 7,000' floor will eliminate 
his primary corridor. He expressed similar concerns about the new 
subareas P and S.
    The FAA, in collaboration with the Ad Hoc Committee, mitigated the 
impact of Areas F and R on general aviation users. Area F is amended, 
and Area R is added, to support a straight-in segment to the ILS 1L 
approach and the development of RNAV GPS/RNP approaches to Runways 1L 
and 1R. These areas are procedure criteria driven, and their base 
altitudes are the highest possible to meet that criteria. In an effort 
to further mitigate the impact of lowering the floors of these areas, 
we are going to establish VFR transition routes to assist in clearing 
terrain and segregating from these approach procedures, however this 
will be a separate project outside the scope of the Class B 
modification rule.
    A commenter wrote that eastbound departures and westbound arrivals 
into KVGT are more challenging due to lowered floors in areas C, D, O 
and P, and being squeezed between Nellis AFB and McCarran traffic, and 
challenging terrain. This commenter added that high terrain allows 
little room to maneuver and avoid sudden changes in fast moving 
aircraft operating in/out of Nellis AFB. The commenter believes that 
changes present significant safety issues for general aviation traffic 
departing and arriving into KVGT during the day, with unacceptable 
risks at night. The commenter contended that this will discourage 
general aviation fight operations into KVGT for servicing such as Lone 
Mountain Aviation.
    The FAA understands the need for relief from terrain and other 
airspace constraints and will evaluate all areas in the Las Vegas 
Valley where VFR transition routes would assist pilots and controllers 
in conducting traffic management in and out of KVGT. The FAA disagrees 
with the second half of this comment. Safety protocols are available to 
the general aviation user by the use of suggested VFR flyways 
identified on the Flyway Chart if the pilot chooses not to request 
Class B services.
    One commenter proposed that published instrument procedures be 
altered to contain them within the Class B rather than expanding the 
airspace.
    The FAA assesses the feasibility of amending existing routes and 
procedures prior to requesting an airspace modification. Instrument 
procedures are designed based on standard criteria to ensure safe 
flight. These criteria include factors such as flyability, obstruction 
clearance, navigation aid guidance parameters, etc. Little leeway is 
available to alter the design criteria. In the case of various 
procedures serving LAS, the design criteria preclude altering the 
procedures to remain within the existing Class B airspace. As discussed 
above, FAA directives require that all instrument procedures be 
contained within Class B airspace in order to reduce the potential for 
midair collisions in the terminal area. Since aircraft are currently 
exiting the Class B while flying the procedures, it is necessary to 
amend the airspace to contain those aircraft.

Denial of Class B Services to VFR Aircraft

    Three commenters stated that VFR aircraft are regularly denied 
entry into the Las Vegas Class B airspace area. Consequently, VFR 
pilots are required to fly around, under or above the Class B.
    Class B service for VFR aircraft is an ``additional service'' that 
ATC provides, subject to certain limitations. Higher priority duties 
(such as preventing collision between aircraft operating in the system) 
and other circumstances may prevent the provision of additional 
services at certain times. Recognizing the above conditions, the 
provision of additional services is not optional on the part of the 
controller, but rather is required when the work situation permits. 
Therefore, the decision to approve or deny requests from VFR pilots to 
operate in Class B airspace is based on controller workload, 
operational limitations and traffic conditions.
    With the above guidelines in mind, VFR access to Las Vegas Class B 
airspace is limited by numerous factors. The runway configurations and 
IFR departure and arrival routings to each of the four current 
configurations at LAS preclude a standard for approving Class B 
transitions. In two of the four configurations, the potential to 
transition over the top of LAS is not available due to departure and 
arrival procedures and this option in the other two configurations is 
based solely on sector capacity and IFR overflight traffic. Transitions 
at higher altitudes (6,500 to 9,500 ft.) again are based on traffic 
volume from the west and southwest routes. Furthermore, the proximity 
of HND to the Runway 1L/R final approach courses and Runway 19 L/R 
departure courses impacts ATC ability to provide Class B service during 
times of moderate to heavy arrival or departure demand. The same 
applies with the proximity of VGT to the Runway 19L/R final approach 
courses and the Runway 1L/R departure courses. The FAA concurs that the 
few available VFR charted routings are insufficient to cover every 
aspect of the LAS operation. With the implementation of the new Class 
B, FAA has committed to meet with the community and user groups to 
develop additional charted VFR transition routes through the airspace. 
These routes will be built based on GPS technology and, in many cases, 
be configuration specific to meet the needs of the users and ATC.

NPRM Class B Chart

    One person noted that the chart published with the NPRM appeared to 
show two Area T's. On that chart, the letter designator for the area 
around North Las Vegas Airport (Area I) did not print clearly and 
appeared to be a ``T.'' This has been corrected in the chart attached 
to this rule. The individual descriptions of Areas I and T as published 
in the NPRM are correct.

Differences From the NPRM

    Minor corrections to the latitude/longitude coordinates have been 
added in the description of Areas D,G, I and P. This is the result of 
more accurate digital plotting of the airspace.

[[Page 43776]]

The Rule

    The FAA is amending Title 14 of the Code of Federal Regulations (14 
CFR) part 71 by modifying the Las Vegas, NV, Class B airspace area. 
This action (depicted on the chart in Figure 1--Modification of the Las 
Vegas, NV Class B Airspace Area) modifies the lateral and vertical 
limits of the Class B airspace to ensure the containment of large 
turbine-powered aircraft and enhance safety in the Las Vegas terminal 
area. This action modifies each of the original 15 subareas (A through 
O) and adds five new areas (P through T). The Class B lateral limits 
are expanded in several areas. To the east of LAS, Area P extends the 
outer Class B limit from 25 NM out to 30 NM between the 115[deg]and 
132[deg] radials. On the southeast, Area S moves the 20 NM radius to 30 
NM between the 115[deg] and 132[deg] radials. To the south, in Area R, 
the 20 NM radius changes to 23 NM between the 188[deg] and 225[deg] 
radials. To the southwest in Area G, a small segment extends from the 
10 NM out to 20 NM bounded by the 240[deg] radial.
    This action also raises the ceiling of the entire Class B airspace 
area from 9,000 feet MSL to 10,000 feet MSL. The specific Class B 
subarea modifications are outlined below. All subareas extend upward 
from the specified altitude to 10,000 feet MSL.
    Area A. Area A extends upward from the surface. The southern 
boundary of the area, in the vicinity of Henderson Executive Airport 
(HND), is modified by moving the boundary that lies west of HND from 
the 180[deg] radial to the 185[deg] radial. This provides more airspace 
for operations at HND. In addition, the southeast corner of Area A is 
shifted from the 115[deg] radial to the 119[deg] radial to ensure 
containment of aircraft joining the ILS Runway 25L and 25R approaches.
    Area B. The floor of Area B remains at 4,500 feet MSL. The southern 
boundary of the area moves from the 115[deg] radial to the 119[deg] 
radial, with a segment along the 16-mile arc in order to retain 
aircraft in Class B airspace as they descend to capture the ILS Runway 
25L or 25R localizer.
    Area C. The floor of Area C is lowered from 6,500 feet to 6,000 
feet MSL. The southern boundary is moved from the 125[deg] radial to 
the 083[deg] radial. On the east, the 20-mile arc is moved out to the 
22-mile arc. These changes ensure that aircraft are kept in Class B 
airspace and still allow for a stabilized approach to runways 19L and 
19R. The FAA determined that not all of the Area C airspace must be 
lowered to 6,000 feet MSL. Therefore, Area C is reduced in size by 
shifting that portion south of the 083[deg] radial into Area D with a 
floor of 6,500 feet MSL.
    Area D. Area D is reconfigured by lowering the floor from 8,000 
feet MSL to 6,500 feet MSL, resetting the boundaries between the 16- 
and 22-mile arcs instead of the 20- and 25-mile arcs and incorporating 
a portion of Area C, as described above. The changes support SUNST and 
KEPEC RNAV arrivals being vectored to intercept the Runway 25L 
localizer.
    Area E. The floor of Area E remains at 6,000 feet MSL. The boundary 
is moved from the 115[deg] radial to the 119[deg] radial. This change 
is required to contain aircraft descending to the proper altitude to 
capture the ILS approach for Runway 25L or 25R.
    Area F. The floor of Area F is lowered from 8,000 feet MSL to 7,000 
feet MSL and the eastern boundary is shifted from the 125[deg] radial 
to the 185[deg] radial. This change contains aircraft that currently 
exit Class B airspace on the ILS Runway 1L approach.
    Area G. The floor of Area G remains at 5,000 feet MSL. The boundary 
segment currently along the 235[deg] radial is moved to the 240[deg] 
radial and the segment defined by the 295[deg] radial is shifted to the 
255[deg] radial. The remaining segment between the 255[deg] radial and 
the 295[deg] radial is redesignated as a new Area T, described below. 
These changes allow aircraft to remain within Class B airspace while 
descending for the ILS Runway 25L or 25R approaches and to contain the 
SHEAD Departure Procedure.
    Area H. The floor of Area H remains at 4,000 feet MSL. The northern 
boundary moves from the 295[deg] radial to the 310[deg] radial and the 
southern boundary moves from the 180[deg] radial to the 185[deg] 
radial. The 185[deg] radial aligns with previously described area 
modifications, while the 310[deg] boundary extends the 4,000-foot Class 
B floor slightly northward (into the current Area I) to provide 
separation from the STAAV departure procedure.
    Area I. The floor of Area I remains at 4,500 feet MSL, but a small 
segment in the southern corner of Area I is transferred into Area H 
(with its 4,000-foot MSL floor) as described above.
    Area J, Area K, Area L, Area M and Area N. The only change to these 
areas is raising the ceiling from 9,000 feet MSL to 10,000 feet MSL.
    Area O. The floor of Area O is lowered to 7,000 feet MSL instead of 
the current 8,000 feet MSL. In addition, the boundaries are realigned 
between the 22- and 25-mile arcs from the 046[deg] radial clockwise to 
the 083[deg] radial. These changes ensure the containment of arrivals 
executing the Runway 25L ILS approach, the GRNPA RNAV Arrival and 
aircraft being vectored from the east to land on Runways 19L and 19R.
    Area P. This is a new subarea with a floor of 8,000 feet MSL. It 
extends from the 060[deg] radial clockwise to the 115[deg] radial and 
bounded on the east by the 30-mile arc and on the west by Areas D and 
O. Area P provides containment for four RNAV arrival procedures.
    Area Q. This is a new subarea with a floor of 8,000 feet MSL. It 
lies between the 15- and 20-mile arcs from the 132[deg] radial 
clockwise to the 185[deg] radial. It consists of airspace currently in 
the eastern half of Area F. Area Q contains aircraft being vectored 
from the southeast to a point where they are turned north for a 
straight-in approach.
    Area R. Area R is a new subarea with a floor of 8,000 feet MSL. It 
expands Class B airspace from the 20-mile arc out to the 23-mile arc, 
between the 188[deg] radial clockwise to the 225[deg] radial. Area R 
ensures the containment of aircraft being vectored for the ILS Runway 
1L approach.
    Area S. Area S is a new area with a floor of 7,000 feet MSL. It is 
located southeast of LAS between the 15- and 27-mile arcs and between 
the 115[deg] and 132[deg] radials. The area is required to ensure 
containment of operational procedures into LAS.
    Area T. Area T is a new area with a floor of 5,500 feet MSL. Area T 
lies west of LAS between the 8- and 10-mile arcs, and the 255[deg] and 
the 295[deg] radials. This area is taken from a portion of the existing 
Area G. (Area T was derived from Ad Hoc Committee discussions proposing 
to raise the floor of the Class B west of LAS to at least 5,500 feet 
MSL to provide additional airspace for terrain clearance and flight 
above populated areas for general aviation operations).
    In addition to the above, this action updates the McCarran 
International Airport reference point (ARP); the Henderson Executive 
Airport name and ARP; and the North Las Vegas Airport name and ARP to 
reflect the current information in the FAA's National Airspace System 
Resource database.
    All radials in this rule are expressed in degrees relative to True 
North.

Environmental Review

    The FAA has determined that this action qualifies for categorical 
exclusion under the National Environmental Policy Act in accordance 
with FAA Order 1050.1E, ``Environmental Impacts: Policies and 
Procedures,'' paragraph 311a. This airspace action is not expected to 
cause any potentially significant environmental impacts, and

[[Page 43777]]

no extraordinary circumstances exist that warrant preparation of an 
environmental assessment.

Paperwork Reduction Act

    The Paperwork Reduction Act of 1995 (44 U.S.C. 3507(d)) requires 
that the FAA consider the impact of paperwork and other information 
collection burdens imposed on the public. We have determined that there 
is no new information collection requirement associated with this rule.

Regulatory Evaluation Summary

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 and Executive Order 13563 
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, the 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 final 
rule.
    Department of Transportation Order DOT 2100.5 prescribes policies 
and procedures for simplification, analysis, and review of regulations. 
If the expected cost impact is so minimal that a final rule does not 
warrant a full evaluation, this order permits that a statement to that 
effect and the basis for it be included in the preamble if a full 
regulatory evaluation of the costs and benefits is not prepared. Such a 
determination has been made for this final rule. The reasoning for this 
determination follows:
    In conducting these analyses, the FAA has determined that this 
final rule:
    (1) Imposes minimal incremental costs and provides benefits,
    (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) Will not have a significant economic impact on a substantial 
number of small entities;
    (5) Will not have a significant effect on international trade; and
    (6) Will not impose an unfunded mandate on state, local, or tribal 
governments, or on the private sector by exceeding the monetary 
threshold identified.
These analyses are summarized below.
    This final rule modifies the Las Vegas, NV, Class B airspace area 
to ensure the containment of large turbine-powered aircraft within 
Class B airspace, reduce controller workload and reduce the potential 
for midair collision in the Las Vegas terminal area. This final rule 
modifies the original subareas, adds new subareas and raises the 
ceiling of the entire Class B airspace from 9,000 feet MSL to 10,000 
feet MSL.
    This final rule will result in safety benefits and increased 
operational efficiencies. This rule enhances safety by reducing the 
number of Class B excursions and consequently reducing air traffic 
controller workload and radio frequency congestion. By expanding the 
Class B area where aircraft are subject to certain operating rules and 
equipment requirements this rule also reduces the potential for midair 
collisions and possibly reduces TCAS advisories by as much as 25%. The 
modification of the class B airspace area provides operation advantages 
as well, such as allowing more airspace for controllers to accomplish 
sequencing and reducing the need for controllers to vector LAS arrivals 
and departures to avoid nonparticipating traffic.
    As described in the NPRM, the FAA expects that the costs of the 
final rule may include the necessity for some VFR traffic to travel 
alternative routes. However these alternative routes are not expected 
to be appreciably longer than the routes with the previous airspace 
design. This is expected to result in minimal cost overall, does not 
require the updating of materials outside the normal update cycle, and 
does not require the rerouting of IFR traffic.
    The FAA received no comments on the FAA's request for comments on 
the minimal cost determination. Therefore the FAA has determined that 
this final rule is not a ``significant regulatory action'' as defined 
in section 3(f) of Executive Order 12866, and is not ``significant'' as 
defined in DOT's Regulatory Policies and Procedures.

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.
    In the Initial Regulatory Flexibility Analysis, the FAA determined 
that the proposed rule would improve safety and efficiency by 
redefining Class B airspace boundaries and would impose only minimal 
costs because it would not require rerouting of IFR traffic, could 
possibly cause some VFR traffic to travel alternative routes that are 
not expected to be appreciably longer than with the current airspace 
design, and would not require updating of materials outside the normal 
update cycle. Therefore, the expected outcome would be a minimal 
economic impact on small entities affected by this rulemaking action.
    The FAA requested comments on this determination but received no 
comments on small entity considerations.
    Therefore, the FAA Administrator certifies 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), as amended by the

[[Page 43778]]

Uruguay Round Agreements Act (Pub. L. 103-465), prohibits Federal 
agencies from establishing standards or engaging in related activities 
that create unnecessary obstacles to the foreign commerce of the United 
States. Pursuant to these Acts, the establishment of standards is not 
considered an unnecessary obstacle to the foreign commerce of the 
United States, so long as the standard has a legitimate domestic 
objective, such as the protection of safety, and does not operate in a 
manner that excludes imports that meet this objective. The statute also 
requires consideration of international standards and, where 
appropriate, that they be the basis for U.S. standards.
    The FAA assessed the potential effect of this proposed rule in the 
NPRM and determined that it would have no effect on international 
trade. The FAA received no comments on this determination.
    Therefore, the FAA has determined that this final rule will have no 
impact 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 
(in 1995 dollars) 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 $143.1 million in lieu of $100 
million. This final rule does not contain such a mandate; therefore, 
the requirements of Title II of the Act do not apply.

 List of Subjects in 14 CFR Part 71

    Airspace, Incorporation by reference, Navigation (air).

Adoption of the Amendment

    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 7400.9W, Airspace Designations and 
Reporting Points, dated August 8, 2012, and effective September 15, 
2012, is amended as follows:

Paragraph 3000 Subpart B--Class B Airspace.

* * * * *

AWP NV B Las Vegas, NV

McCarran International Airport (Primary Airport)
    (Lat. 36[deg]04'48'' N., long. 115[deg]09'08'' W.)
Las Vegas VORTAC
    (Lat. 36[deg]04'47'' N., long. 115[deg]09'35'' W.)
Henderson Executive Airport
    (Lat. 35[deg]58'22'' N., long. 115[deg]08'04'' W.)
North Las Vegas Airport
    (Lat. 36[deg]12'39'' N., long. 115[deg]11'40'' W.)

Boundaries

    Area A. That airspace extending upward from the surface to and 
including 10,000 feet MSL within an area bounded by a line beginning 
at the Las Vegas VORTAC 020[deg] radial at 15 DME (lat. 
36[deg]18'54'' N., long. 115[deg]03'14'' W.); thence along a line 
direct to the Las Vegas VORTAC 033[deg] radial at 20 DME (lat. 
36[deg]21'34'' N., long. 114[deg]56' 06'' W.); thence northeast 
along that radial to the 25 DME point (lat. 36[deg]25'46'' N., long. 
114[deg]52'43'' W.); thence clockwise along the 25 DME arc to the 
Las Vegas VORTAC 046[deg] radial (lat. 36[deg]22'08'' N., long. 
114[deg]47'19'' W.); thence southwest along that radial, to the 10 
DME point (lat. 36[deg]11'44'' N., long. 115[deg]00'42'' W.); thence 
clockwise along the 10 DME arc to the Las Vegas VORTAC 119[deg] 
radial (lat. 35[deg]59' 55'' N., long. 114[deg]58'49'' W.); thence 
west along a line direct to the Las Vegas VORTAC 185[deg] radial at 
4.4 DME (lat. 36[deg]00'24'' N., long. 115[deg]10'04'' W.); thence 
south along that radial to the 6 DME point (lat. 35[deg]58'48'' N., 
long. 115[deg]10'14'' W.); thence clockwise along the 6 DME arc to 
(lat. 36[deg]10'19'' N., long. 115[deg]12'29'' W.); thence 
counterclockwise along the 2.4-mile radius arc of North Las Vegas 
Airport to lat. 36[deg]12'04'' N., long. 115[deg]08'47'' W.; thence 
north along the Las Vegas VORTAC 005[deg] radial to 15 DME (lat. 
36[deg]19'45'' N., long. 115[deg]07'58'' W.); thence clockwise along 
the 15 DME arc to the point of beginning.
    Area B. That airspace extending upward from 4,500 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 046[deg] radial at 10 DME, (lat. 
36[deg]11'44'' N., long 115[deg]00'42'' W.); thence northeast along 
that radial to 15 DME (lat. 36[deg]15'12'' N., long. 114[deg]56'15'' 
W.); thence clockwise along the 15 DME arc to the Las Vegas VORTAC 
083[deg] radial (lat. 36[deg]06'35'' N., long. 114[deg]51'13'' W.); 
thence east along that radial to 16 DME (lat. 36[deg]06'43'' N., 
long. 114[deg]49'59'' W.); thence clockwise along the 16 DME arc to 
the Las Vegas VORTAC 115[deg] radial (lat. 35[deg]57'59'' N., long. 
114[deg]51'43'' W.); thence northwest along that radial to 15 DME 
(lat. 35[deg]58'25'' N., long. 114[deg]52'50'' W.); thence clockwise 
along the 15 DME arc to the Las Vegas VORTAC 119[deg] radial (lat. 
35[deg]57'29'' N., long. 114[deg]53'26'' W.); thence northwest along 
that radial to 10 DME (lat. 35[deg]59'55'' N., long. 114[deg]58'49'' 
W.); thence counterclockwise along the 10 DME arc to the point of 
beginning.
    Area C. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 046[deg] radial at 15 DME (lat. 
36[deg]15'12'' N., long. 114[deg]56'15'' W.); thence northeast along 
that radial to 22 DME (lat. 36[deg]20'04'' N., long.114[deg]50'00'' 
W.); thence clockwise along the 22 DME arc to the Las Vegas VORTAC 
083[deg] radial (lat. 36[deg]07'25'' N., long. 114[deg]42'38'' W.); 
thence northwest along that radial to 15 DME (lat. 36[deg]06'35'' 
N., long. 114[deg]51'13'' W.); thence counterclockwise along the 15 
DME arc to the point of beginning.
    Area D. That airspace extending upward from 6,500 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 083[deg] radial at 16 DME (lat. 
36[deg]06'43'' N., long. 114[deg]49'59'' W.); thence northeast along 
that radial to 23 DME (lat. 36[deg]07'32'' N., long. 114[deg]41'24'' 
W.); thence clockwise along the 23 DME arc to the Las Vegas VORTAC 
115[deg] radial (lat. 35[deg]55'00'' N., long. 114[deg]43'55'' W.); 
thence west along that radial to 16 DME (lat. 35[deg]57'59'' N., 
long. 114[deg]51'43'' W.); thence counterclockwise along the 16 DME 
arc to the point of beginning.
    Area E. That airspace extending upward from 6,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 119[deg] radial at 10 DME (lat. 
35[deg]59'55'' N., long. 114[deg]58'49'' W.); thence southeast along 
that radial to 15 DME (lat. 35[deg]57'29'' N., long. 114[deg]53'26'' 
W.); thence clockwise along the 15 DME arc to the Las Vegas VORTAC 
185[deg] radial (lat. 35[deg]49'49'' N., long. 115[deg]11'12'' W.); 
thence north along that radial to 10 DME (lat. 35[deg]54'48'' N., 
long. 115[deg]10'40'' W.); thence counterclockwise along the 10 DME 
arc to the point of beginning.
    Area F. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 185[deg] radial at 15 DME (lat. 
35[deg]49'49'' N., long. 115[deg]11'12'' W.); thence south along 
that radial to 20 DME (lat. 35[deg]44'50'' N., long. 115[deg]11'44'' 
W.); thence clockwise along the 20 DME arc to the Las Vegas VORTAC 
235[deg] radial (lat. 35[deg]53'16'' N., long. 115[deg]29'45'' W.); 
thence northeast along that radial to 15 DME (lat. 35[deg]56'09'' 
N., long. 115[deg]24'43'' W.); thence counterclockwise along the 15 
DME arc to the point of beginning.
    Area G. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 119[deg] radial at 10 DME (lat. 
35[deg]59'55'' N., long. 114[deg]58'49'' W.); thence clockwise along 
the 10 DME arc to the Las Vegas VORTAC 185[deg] radial (lat. 
35[deg]54'48'' N., long. 115[deg]10'40'' W.); thence south along 
that radial to 15 DME (lat. 35[deg]49'49'' N., long. 115[deg]11'12'' 
W.); thence clockwise along the 15 DME arc to the Las Vegas 240[deg] 
radial (lat. 35[deg]57'15'' N., long. 115[deg]25'35'' W.); thence 
northeast along that radial to 10 DME (lat. 35[deg]59'46'' N., long.

[[Page 43779]]

115[deg]20'16'' W.); thence clockwise along the 10 DME arc to the 
Las Vegas VORTAC 255[deg] radial (lat. 36[deg]02'11'' N., long. 
115[deg]21'30'' W.); thence east along that radial to 8 DME (lat. 
36[deg]02'42'' N., long. 115[deg]19'07'' W.); thence 
counterclockwise along the 8 DME arc to the Las Vegas VORTAC 
185[deg] radial (lat. 35[deg]56'48'' N., long. 115[deg]10'27'' W.); 
thence north along that radial to the Las Vegas VORTAC 185[deg] 
radial at 4.4 DME (lat. 36[deg]00'24'' N., long. 115[deg]10'04'' 
W.); thence east along a line direct to the point of beginning.
    Area H. That airspace extending upward from 4,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas 310[deg] radial at 8 DME (36[deg]09'56'' 
N., long. 115[deg]17'09'' W.); thence southeast along that radial to 
6 DME (lat. 36[deg]08'39'' N., long. 115[deg]15'16'' W.); thence 
counterclockwise along the 6 DME arc to the Las Vegas VORTAC 
185[deg] radial (lat. 35[deg]58'48'' N., long. 115[deg]10'14'' W.); 
thence south along that radial to 8 DME (lat. 35[deg]56'48'' N., 
long. 115[deg]10'27'' W.); thence clockwise along the 8 DME arc to 
the point of beginning.
    Area I. That airspace extending upward from 4,500 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 310[deg] radial at 6 DME (lat. 
36[deg]08'39'' N., long. 115[deg]15'16'' W.); thence northwest along 
that radial to 8 DME (lat. 36[deg]09'56'' N., long. 115[deg]17'09'' 
W.); thence counterclockwise along the 8 DME arc to the Las Vegas 
VORTAC 295[deg] radial (lat. 36[deg]08'10'' N., long. 
115[deg]18'32'' W.); thence northwest along that radial to 10 DME 
(lat. 36[deg]09'00'' N., long. 115[deg]20'47'' W.); thence clockwise 
along the 10 DME arc to lat. 36[deg]14'10'' N., long.115[deg]13'52'' 
W.; thence northwest along US Highway 95 to lat. 36[deg]15'04'' N., 
long. 115[deg]14'28'' W.; thence clockwise along the Las Vegas 
VORTAC 11 DME arc to the Las Vegas VORTAC 005[deg] radial (lat. 
36[deg]15'45'' N., long. 115[deg]08'24'' W.); thence south along the 
Las Vegas VORTAC 005[deg] radial to lat. 36[deg]12'04'' N., long. 
115[deg]08'47'' W.; thence clockwise along the 2.4-mile radius arc 
of the North Las Vegas Airport to lat. 36[deg]10'19'' N., long. 
115[deg]12'29'' W.; thence counterclockwise along the Las Vegas 
VORTAC 6 DME arc to the point of beginning.
    Area J. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 005[deg] radial at 11 DME (lat. 
36[deg]15'45'' N., long. 115[deg]08'24'' W.); thence north along 
that radial to 15 DME (lat. 36[deg]19'45'' N., long. 115[deg]07'58'' 
W.); thence counterclockwise along the 15 DME arc to US Highway 95 
(lat. 36[deg]18'22'' N., long. 115[deg]17'31'' W.); thence southeast 
along US Highway 95 to the 11 DME arc (lat. 36[deg]15'04'' N., long. 
115[deg]14'28'' W.); thence clockwise along the 11 DME arc to the 
point of beginning.
    Area K. That airspace extending upward from 6,500 feet MSL to 
and including
    10,000 feet MSL within an area beginning at the intersection of 
U.S. Highway 95 and the Las Vegas VORTAC 15 DME arc (lat. 
36[deg]18'22'' N., long. 115[deg]17'31'' W.); thence northwest along 
U.S. Highway 95 to intersect the Las Vegas VORTAC 20 DME arc (lat. 
36[deg]22'11'' N., long. 115[deg]21'49'' W.); thence clockwise along 
the 20 DME arc to the Las Vegas VORTAC 033[deg] radial (lat. 
36[deg]21'34'' N., long. 114[deg]56'06'' W.); thence via a line 
direct to the Las Vegas VORTAC 020[deg] radial at 15 DME (lat. 
36[deg]18'54'' N., long. 115[deg]03'14'' W.); thence 
counterclockwise along the 15 DME arc to the point of beginning.
    Area L. That airspace extending upward from 7,500 feet MSL to 
and including 10,000 feet MSL bounded by a line beginning at the Las 
Vegas VORTAC 033[deg] radial at 36 DME (lat. 36[deg]34'59'' N., 
long. 114[deg]45'15'' W.); thence southwest along that radial to 20 
DME (lat. 36[deg]21'34'' N., long. 114[deg]56'06'' W.); thence 
counterclockwise along the 20 DME arc to U.S. Highway 95 (lat. 
36[deg]22'11'' N., long. 115[deg]21'49'' W.); thence direct to the 
Las Vegas VORTAC 005[deg] radial at 36 DME (lat. 36[deg]40'42'' N., 
long. 115[deg]05'41'' W.); thence clockwise along the 36 DME arc to 
the point of beginning.
    Area M. That airspace extending upward from 5,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 033[deg] radial at 30 DME (lat. 
36[deg]29'57'' N., long. 114[deg]49'19'' W.); thence clockwise along 
the 30 DME arc to the Las Vegas VORTAC 046[deg] radial (lat. 
36[deg]25'36'' N., long. 114[deg]42'51'' W.); thence southwest along 
that radial to 25 DME (lat. 36[deg]22'08'' N., long. 114[deg]47'19'' 
W.); thence counterclockwise along the 25 DME arc to the Las Vegas 
VORTAC 033[deg] radial (lat. 36[deg]25'46'' N., long. 
114[deg]52'43'' W.); thence northeast along that radial to the point 
of beginning.
    Area N. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 033[deg] radial at 36 DME (lat. 
36[deg]34'59'' N., long. 114[deg]45'15'' W.); thence clockwise along 
the 36 DME arc to the Las Vegas VORTAC 046[deg] radial (lat. 
36[deg]29'45'' N., long. 114[deg]37'28'' W.); thence southwest along 
that radial to 30 DME (lat. 36[deg]25'36'' N., long. 114[deg]42'51'' 
W.); thence counterclockwise along the 30 DME arc to the Las Vegas 
VORTAC 033[deg] radial (lat. 36[deg]29'57'' N., long. 
114[deg]49'19'' W.); thence northeast along that radial to the point 
of beginning.
    Area O. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 046[deg] radial at 25 DME (lat. 
36[deg]22'08'' N., long. 114[deg]47'19'' W.); thence clockwise along 
the 25 DME arc to the Las Vegas VORTAC 083[deg] radial (lat. 
36[deg]07'46'' N., long. 114[deg]38'57'' W.); thence west along that 
radial to 22 DME (lat. 36[deg]07'25'' N., long. 114[deg]42'38'' W.); 
thence counterclockwise along the 22 DME arc to the Las Vegas VORTAC 
046[deg] radial (lat. 36[deg]20'04'' N., long 114[deg]50'00'' W.); 
thence northeast along that radial to the point of beginning.
    Area P. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 060[deg] radial at 25 DME (lat. 
36[deg]17'15'' N., long. 114[deg]42'48'' W.); thence northeast along 
that radial to 30 DME (lat. 36[deg]19'44'' N., long. 114[deg]37'26'' 
W.); thence clockwise along the 30 DME arc to the Las Vegas VORTAC 
115[deg] radial (lat. 35[deg]52'00'' N., long. 114[deg]36'08'' W.); 
thence northwest along that radial to 23 DME (lat. 35[deg]55'00'' 
N., long. 114[deg]43'55'' W.); thence counterclockwise along the 23 
DME arc to the Las Vegas VORTAC 083[deg] radial (lat. 36[deg]07'32'' 
N., long. 114[deg]41'24'' W.); thence east along that radial to 25 
DME (lat. 36[deg]07'46'' N., long. 114[deg]38'57'' W.); thence 
counterclockwise along the 25 DME arc to the point of beginning.
    Area Q. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 132[deg] radial at 15 DME (lat. 
35[deg]54'43'' N., long. 114[deg]55'52'' W.); thence southeast along 
that radial to 20 DME (lat. 35[deg]51'21'' N., long. 114[deg]51'18'' 
W.); thence clockwise along the 20 DME arc to the Las Vegas VORTAC 
185[deg] radial (lat. 35[deg]44'50'' N., long. 115[deg]11'44'' W.); 
thence north along that radial to 15 DME (lat. 35[deg]49'49'' N., 
long. 115[deg]11'12'' W.); thence counterclockwise along the 15 DME 
arc to the point of beginning.
    Area R. That airspace extending upward from 8,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at Las Vegas VORTAC 188[deg] radial at 20 DME (lat. 
35[deg]44'57'' N., long. 115[deg]13'00'' W.); thence south along 
that radial to 23 DME (lat. 35[deg]41'58'' N., long. 115[deg]13'31'' 
W.); thence clockwise along the 23 DME arc to the Las Vegas VORTAC 
225[deg] radial (lat. 35[deg]48'28'' N., long. 115[deg]29'35'' W.); 
thence northeast along that radial to 20 DME (lat. 35[deg]50'36'' 
N., long. 115[deg]26'59'' W.); thence counterclockwise along the 20 
DME arc to the point of beginning.
    Area S. That airspace extending upward from 7,000 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 115[deg] radial at 15 DME (lat. 
35[deg]58'25'' N., long. 114[deg]52'50'' W.); thence southeast along 
that radial to 27 DME (lat. 35[deg]53'18'' N., long. 114[deg]39'28'' 
W.); thence clockwise along the 27 DME arc to the Las Vegas VORTAC 
132[deg] radial (lat. 35[deg]46'39'' N., long. 114[deg]44'56'' W.); 
thence northwest along that radial to 15 DME (lat. 35[deg]54'43'' 
N., long. 114[deg]55'52'' W.); thence counterclockwise along the 15 
DME arc to the point of beginning.
    Area T. That airspace extending upward from 5,500 feet MSL to 
and including 10,000 feet MSL within an area bounded by a line 
beginning at the Las Vegas VORTAC 255[deg] radial at 8 DME (lat. 
36[deg]02'42'' N., long. 115[deg]19'07'' W.); thence west along that 
radial to 10 DME (lat. 36[deg]02'11'' N., long. 115[deg]21'30'' W.); 
thence clockwise along the 10 DME arc to the Las Vegas VORTAC 
295[deg] radial (lat. 36[deg]09'00'' N., long. 115[deg]20'47'' W.); 
thence southeast along that radial to 8 DME (lat. 36[deg]08'10'' N., 
long. 115[deg]18'32'' W.); thence counterclockwise along the 8 DME 
arc to the point of beginning.

    Issued in Washington, DC, on July 10, 2013.
Gary A. Norek,
Manager, Airspace Policy and ATC Procedures Group.

[[Page 43780]]

[GRAPHIC] [TIFF OMITTED] TR22JY13.000

[FR Doc. 2013-17477 Filed 7-19-13; 8:45 am]
BILLING CODE 4910-13-P