Proposed Modification of the Phoenix Class B Airspace Area; Arizona

DEPARTMENT OF TRANSPORTATION

14 CFR Part 71

[Airspace Docket No. 94-AWA-1]

RIN 2120-AAA

Proposed Modification of the Phoenix Class B Airspace Area;

Arizona

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This notice proposes to modify the Phoenix, AZ, (PHX) Class B

airspace area. Specifically, this action proposes to: reconfigure

several area boundaries; create new areas; and raise and/or lower the

floors of several of the existing areas. The FAA is proposing this

action to enhance safety, reduce the potential for midair collision,

and to better manage air traffic operations into, out of, and through

the PHX Class B airspace area while accommodating the concerns of

airspace users.

DATES: Comments must be received on or before March 21, 1997.

ADDRESSES: Send comments on the proposal in triplicate to the Federal

Aviation Administration, Office of the Chief Counsel, Attention: Rules

Docket, AGC-200, Airspace Docket No. 94-AWA-1, 800 Independence Avenue,

SW., Washington, DC 20591. The official docket may be examined in the

Rules Docket, Office of the Chief Counsel, Room 916, 800 Independence

Avenue, SW., Washington, DC, weekdays, except Federal holidays, between

8:30 a.m. and 5:00 p.m. An informal docket may also be examined during

normal business hours at the office of the Regional Air Traffic

Division.

FOR FURTHER INFORMATION CONTACT: Mr. William C. Nelson, Airspace and

Rules Division, ATA-400, Office of Air Traffic Airspace Management,

Federal Aviation Administration, 800 Independence Avenue, SW.,

Washington, DC 20591; telephone: (202) 267-8783.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested parties are invited to participate in this proposed

rulemaking by submitting such written data, views, or arguments as they

may desire. Comments that provide the factual basis supporting the

views and suggestions presented are particularly helpful in developing

reasoned regulatory decisions on the proposal. Comments are

specifically invited on the overall regulatory, aeronautical, economic,

environmental, and energy-related aspects of the proposal.

Communications should identify the airspace docket number and be

submitted in triplicate to the address listed above. Commenters wishing

the FAA to acknowledge receipt of their comments on this notice must

submit with those comments a self-addressed, stamped postcard on which

the following statement is made: ``Comments to Airspace Docket No. 94-

AWA-1.'' The postcard will be date/time stamped and returned to the

commenter. All communications received on or before the specified

closing date for comments will be considered before taking action on

the proposed rule. The proposal contained in this notice may be changed

in light of comments received. All comments submitted will be available

for examination in the Rules Docket both before and after the closing

date for comments. A report summarizing each substantive public contact

with FAA personnel concerned with this rulemaking will also be filed in

the docket.

Availability of NPRM's

Any person may obtain a copy of this Notice of Proposed Rulemaking

(NPRM) by submitting a request to the Federal Aviation Administration,

Office of Air Traffic Airspace Management, 800 Independence Avenue,

SW., Washington, DC 20591, or by calling (202) 267-8783. Communications

must identify the notice number of this NPRM. Persons interested in

being placed on a mailing list for future NPRM's should call the FAA's

Office of Rulemaking, (202) 267-9677, for a copy of Advisory Circular

No. 11-2A, Notice of Proposed Rulemaking Distribution System, that

describes the application procedure.

Background

On December 17, 1991, the FAA published the Airspace

Reclassification Final Rule (56 FR 65655). This rule discontinued the

use of the term ``Terminal Control Area'' (TCA) and replaced it with

the designation ``Class B airspace area.'' This change in terminology

is reflected in this NPRM.

The Class B airspace area program was developed to reduce the

potential for midair collision in the congested airspace surrounding

airports with high density air traffic by providing an area wherein all

aircraft are subject to certain operating rules and equipment

requirements.

The density of traffic and the type of operations being conducted

in the airspace surrounding major terminals increase the probability of

midair collisions. In 1970, an extensive study found that the majority

of midair collisions occurred between a general aviation (GA) aircraft

and an air carrier or military aircraft, or another GA aircraft. The

basic causal factor common to these conflicts was the mix of aircraft

operating under visual flight rules (VFR) and aircraft operating under

instrument flight rules (IFR). Class B airspace areas provide a method

to accommodate the increasing number of IFR and VFR operations. The

regulatory requirements of Class B airspace areas afford the greatest

protection for the greatest number of people by giving air traffic

control (ATC) increased capability to provide aircraft separation

service, thereby minimizing the mix of controlled and uncontrolled

aircraft.

On May 21, 1970, the FAA published the Designation of Federal

Airways, Controlled Airspace, and Reporting Points Final Rule (35 FR

7782). This rule provided for the establishment of TCAs. To date, the

FAA has established a total of 29 Class B airspace areas. The FAA is

proposing to take action to modify or implement the application of

these proven control areas to provide greater protection for air

traffic in the airspace areas most commonly used by passenger-carrying

aircraft.

The standard configuration of a Class B airspace area contains

three concentric circles centered on the primary airport extending to

10, 20, and 30 nautical miles (NM), respectively. The standard vertical

limits of the Class B airspace area normally should not exceed 10,000

feet mean sea level (MSL), with the floor established at the surface in

the inner area and at levels appropriate for the containment of

operations in the outer areas. Variations of these criteria may be

utilized contingent on the terrain, adjacent regulatory airspace, and

factors unique to the terminal area.

The coordinates for this airspace docket are based on North

American Datum 83. Class B airspace areas are published in paragraph

3000 of FAA Order 7400.9D dated September 4, 1996, and effective

September 16, 1996, which is incorporated by reference in 14 CFR

section 71.1. The Class B airspace area listed in this document would

be published subsequently in the Order.

Related Rulemaking Actions

On June 21, 1988, the FAA published the Transponder with Automatic

Altitude Reporting Capability Requirement Final Rule (53 FR 23356).

This rule requires all aircraft to have an altitude encoding

transponder when operating within 30 NM of any designated TCA primary

airport from the surface up to 10,000 feet MSL. This

[[Page 5189]]

rule excluded those aircraft that were not originally certificated with

an engine driven electrical system, (or those that have not

subsequently been certified with such a system), balloons, or gliders.

On October 14, 1988, the FAA published the TCA Classification and

TCA Pilot and Navigation Equipment Requirements Final Rule (53 FR

40318). This rule, in part, removed the different classifications of

TCAs, and requires the pilot-in-command of a civil aircraft operating

within a TCA to hold at least a private pilot certificate, except for a

student pilot who has received certain documented training.

Pre-NPRM Public Input

As announced in the Federal Register on May 18, 1993 (58 FR 29022),

a pre-NPRM informal airspace meeting was held on July 17, 1993, in

Glendale, AZ. The purpose of this meeting was to provide local airspace

users an opportunity to present input on the design of the proposed

modifications of the PHX Class B airspace area.

All comments received during the informal airspace meetings and the

subsequent comment period were considered and incorporated, in part, in

this NPRM. Verbal and written comments received by the FAA, and the

agency's responses are summarized below.

Analysis of Comments

Several commenters expressed concern that both the current and

proposed airspace design of the PHX Class B airspace area do not

provide adequate protection for aircraft executing the ILS Runway 26R

approach, visual approach to Runways 26L/R, and east departures at

Phoenix Sky Harbor International Airport.

The FAA agrees with this concern and proposes to modify Area A by

extending the existing eastern boundary approximately 2 NM eastward.

The FAA believes that extending the eastern boundary approximately 2 NM

eastward will afford adequate protection for instrument and visual

arrivals as well as easterly departures. Additionally, this proposed

modification would not impact those GA aircraft circumnavigating the

Class B airspace area.

One commenter stated that he was unable to attend the informal

airspace meeting, and specifically requests that information regarding

the proposed changes to the PHX Class B airspace area be forwarded to

the commenter.

The FAA finds that publication of this notice in the Federal

Register and the subsequent comment period will provide this commenter

and all interested parties with adequate notice and sufficient time to

review and comment on the proposed modification to the PHX Class B

airspace area.

Several commenters supported the reconfiguration of the airspace

west of Phoenix, specifically, the area west of 99th Avenue in Area B.

In Area B the FAA is proposing to introduce a boundary line running

north and south along 99th Avenue. The floor of Area B, east of this

proposed boundary line would remain at 3,000 feet MSL. However, the

floor west of this proposed boundary line in Area B would be merged

with the existing areas and raised to 4,000 feet MSL. The FAA is

proposing this modification to provide a means for nonparticipating

aircraft to traverse below the western portion of the PHX Class B

airspace area.

Several commenters stated that lowering the floors of Areas H to

the north and northeast, and Area I to the south in the PHX Class B

airspace area by 1,000 feet would unnecessarily contribute to more

noise pollution, constrict glider operations, and would inconvenience

GA aircraft attempting to fly under the Class B airspace area. In

addition, this portion of airspace is primarily used for the conveyance

of airline operations.

The FAA disagrees with these comments. The primary purpose of the

Class B airspace is to reduce the potential for midair collision by

providing an area wherein all aircraft are subject to certain operating

rules and equipment requirements. The proposed lowering of the floor by

1,000 feet in Areas H to the north and northeast and Area I to the

south in the PHX Class B airspace area is necessary due to the increase

in air traffic operations entering and exiting to the north and south.

The proposed lowering of the floors in Areas H to the north, and Area I

to the south would provide better management of air traffic flows, and

enhance safety between arrival and departure traffic. Additionally, the

FAA believes the proposal to lower the floors would not increase noise

levels in these outer areas. Lowering these particular floors from

8,000 to 7,000 feet MSL in Areas H and I would not impact GA aircraft

that now navigate under the airspace in these outer areas. For those

pilots who choose not to circumnavigate or traverse below the Class B

airspace area, they can use standard procedures and enter the PHX Class

B airspace area. Further, the FAA believes that the floors at 7,000

feet MSL in Areas H and I would have little or no significant impact on

glider operations.

Two commenters stated there is insufficient need to regulate the

airspace east of Phoenix (formerly airspace above Williams Air Force

Base) as proposed. These commenters recommended that the existing floor

of Area D east of Chandler and south of Falcon Field Airports be raised

from 4,000 to 6,000 feet MSL only.

The FAA agrees in part with this recommendation. Raising the shelf

as recommended would not contain participating high performance

aircraft in the farthest eastern portions of the proposed PHX Class B

airspace area. The FAA believes the expansion of the airspace to the

east of Phoenix is necessary to provide a safer transition area for

high performance aircraft operating to the east, into and out of the

PHX Class B airspace area. However, in this proposed expansion, in the

vicinity between Chandler and Falcon Field Airports, the FAA proposes

to merge the floor with the existing Area D at 4,000 feet MSL. It is

the FAA's objective to use only the minimum amount of airspace

essential to support the Class B airspace requirements. Further east

and above the former Williams Air Force Base, the FAA proposes a floor

of 6,000 feet MSL (Area J), and 8,000 feet MSL in the adjacent outer

area (Area K). The FAA believes these floors as proposed would provide

adequate airspace for GA aircraft to transit below the floors of the

Class B airspace operating east of Phoenix Sky Harbor International

Airport. Further, GA operators who choose not to fly below or

circumnavigate the area(s) can follow standard procedures and enter the

PHX Class B airspace area.

Several commenters state that the proposed modification of the PHX

Class B airspace area would have an economic impact regarding property

values.

The FAA disagrees. While the issue of property value is beyond the

scope of this notice, the FAA believes that the proposed modifications

of the PHX Class B airspace area will have no economic impact as it

pertains to property values.

The Proposal

The FAA proposes to amend 14 CFR part 71 by modifying the PHX Class

B airspace area. Specifically, this action (depicted on the attached

chart) proposes to: reconfigure Area A by expanding the existing

eastern boundary to the east; reconfigure the existing Area B west of

Phoenix; reconfigure Area D east of Phoenix; and raise or lower the

floor of several existing or modified areas. The FAA is proposing this

action to enhance safety, to reduce the potential for midair collision,

and

[[Page 5190]]

improve the management of air traffic operations into, out of, and

through the PHX Class B airspace area while accommodating the concerns

of airspace users.

Reconfiguration of the existing Area A by expanding its eastern

boundary approximately 2 NM east would ensure that aircraft operations

to and from the primary airport would be contained within the PHX Class

B airspace area. Modifying the existing Area B by establishing a

boundary line running north to south on 99th Avenue would provide GA

operators transiting west of Phoenix greater flexibility, thereby

reducing airspace incursions in this area. In this reconfiguration,

Area B would remain at 3,000 feet MSL; however, the western area would

be raised to merge with the existing 4,000 feet MSL of Area D.

The FAA proposes to reconfigure the boundaries of the airspace east

of Phoenix, as this airspace is necessary to contain high performance

aircraft within the PHX Class B airspace area. This modification would

expand the Class B airspace to the east-southeast approximately 15 NM

over that area formerly known as Williams Air Force Base. In addition,

the proposed expansion in these areas would create additional Areas J

and K. Areas J and K as proposed would have floors of 6,000 and 8,000

feet MSL respectively. This would maintain the FAA's objective to use

only the minimum amount of airspace necessary to contain Class B

operations and would provide sufficient airspace for GA operations

below the Class B airspace area east of Phoenix.

The proposal to lower the floors of Areas H and I by 1,000 feet in

the outer Areas H to the north and northeast and Area I to the south is

based on the increase in participating aircraft arriving and departing

the PHX Class B airspace area. In addition, the legal description for

Area D would be modified due to its expansion to the east and the

reconfiguration of Area A. The floors in these areas at 7,000 feet MSL

would allow arriving/transitioning aircraft to be in concert with

gradients for instrument procedures into and out of the primary

airport. This would allow for better airspace management, a more

efficient flow of traffic, and provide an enhancement to safety for

participating and nonparticipating aircraft. Further, the floors of

these areas allow adequate airspace for GA aircraft to maneuver below

the Class B airspace area, or pilots may use standard procedures and

enter the PHX Class B airspace area.

Areas E, F, and G, are not changed. Area K to the east, as

proposed, would be reconfigured to align with adjacent Area I. This

configuration would support the adjoining areas allowing for more

efficient transition of aircraft into and out of PHX Class B airspace

area. Furthermore, expanding the southeastern area to encompass this

airspace (formerly Williams Air Force Base) would provide Class B

airspace service to high performance aircraft transiting to and from

the en route structure.

Regulatory Evaluation Summary

Proposed changes to Federal regulations must undergo several

economic analyses. First, Executive Order 12866 directs that each

Federal agency propose or adopt a regulation only upon a reasoned

determination that the benefits of the intended regulation justify its

costs. Second, the Regulatory Flexibility Act of 1980 requires agencies

to analyze the economic effect of regulatory changes on small entities.

Third, the Office of Management and Budget directs agencies to assess

the effect of regulatory changes on international trade. In conducting

these analyses, the FAA has determined that this NPRM: (1) would

generate benefits that justify its minimal costs and is not ``a

significant regulatory action'' as defined in the Executive Order; (2)

is not significant as defined in the Department of Transportation's

Regulatory Policies and Procedures; (3) would not have a significant

impact on a substantial number of small entities; (4) would not

constitute a barrier to international trade; and (5) would not contain

any Federal intergovernmental or private sector mandates. These

analyses are summarized below in the docket.

A. Introduction

The Class B airspace area concept was developed to reduce the

likelihood of midair collisions in the congested airspace surrounding

large transportation hubs. These high density terminal areas present

complex air traffic conditions resulting from a mix of large turbine-

powered air carrier aircraft with other aircraft of varying performance

characteristics. Typically, expansion or contraction of Class B

airspace areas take place because of increases in complexity or

decreases in complexity, respectively.

Complexity refers to air traffic conditions resulting from a mix of

large turbine-powered air traffic and other aircraft of varying

performance characteristics and conditions, resulting from a mix of IFR

and VFR operated aircraft. When either mix increases, so does

complexity. As complexity increases, the risk of a midair collision

also increases. The FAA responds by increasing the Class B airspace

area whenever complexity increases. Conversely, the FAA contracts the

Class B airspace area when complexity decreases.

B. Costs

The NPRM would alter several existing area floors and lateral

boundaries, as well as, reconfigure and create new areas within the

limits of the PHX Class B airspace area. The FAA has determined that

altering the Class B airspace area would enhance aviation safety and

operational efficiency. This FAA determination is based on a change in

operational complexity over recent years in some of the existing areas

and the subsequent closure of Williams Air Force Base. The FAA contends

the modification of the airspace area would impose minimal, if any,

cost to either the agency or aircraft operators. In addition, the FAA

has determined that the modified airspace area would impose minimal, if

any, cost to operators that circumnavigate the area.

The NPRM would not impose any additional administrative costs on

the FAA for either personnel or equipment. The FAA has determined that

any additional workload created by the NPRM would be absorbed with

existing personnel and equipment already in place at Phoenix Sky Harbor

International Airport. The revision of aeronautical charts to reflect

changes in the airspace area are considered a part of the normal

periodic updating of the charts. The FAA currently revises aeronautical

charts every 6 months to reflect changes in the airspace environment.

The FAA does not expect to incur any additional charting cost as a

result of the modification of the Class B airspace area.

The FAA has determined that most aircraft operating in the modified

and expanded Class B airspace area already have two-way radio

communications capability and Mode C transponders. Therefore, the FAA

has determined that this NPRM would not impose any additional

installation cost for purchasing two-way radios and/or Mode C

transponders on a substantial number of operators.

The NPRM would modify the current PHX Class B airspace area by

establishing new areas, and by expanding or contracting the lateral

boundaries, and by raising or lowering the area floors of several of

the areas. The NPRM would not alter the ceiling of the Class B airspace

area, therefore the airspace ceiling would remain constant at 10,000

feet MSL. The FAA has determined that the modifications to

[[Page 5191]]

the airspace area would only require non-participating operators to

make small deviations from their current VFR flight paths north, south,

and east of Phoenix Sky Harbor International Airport. In addition, the

FAA has determined that the redesigned floors and lateral boundaries

would not reduce aviation safety.

C. Benefits

The NPRM would provide benefits for participating and non-

participating operators by redesigning the PHX Class B airspace area.

The NPRM would provide enhanced air traffic flow for turbine aircraft

and release some airspace for GA aircraft operators.

The FAA estimates that the total number of operations at Phoenix

Sky Harbor International Airport was 570,000 in 1995, up from 550,000

in 1994, and is projected to increase to 670,000 by the year 2000.

Also, passenger enplanements were estimated at 13.5 million in 1995, up

from 12.3 million in 1994, and are projected to increase to 18.0

million by the year 2000. The FAA has determined that this NPRM would

enhance operational safety by lowering the potential risk of midair

collisions, given the projected increase of total operations and

passenger enplanements at Phoenix Sky Harbor International Airport. The

NPRM would improve aviation safety as well as air traffic flow in the

PHX Class B airspace area by simplifying the airspace area boundaries

and reducing the possibility of pilot confusion. The agency, however,

is unable to quantify these small but worthwhile safety improvements.

D. Conclusion

The modification of the PHX Class B airspace area would generate

benefits by enhancing aviation safety and improving operational

efficiency in those areas where aircraft are approaching or departing

Phoenix Sky Harbor International Airport. In view of the minimal, if

any, cost of compliance and the benefits of enhanced aviation safety

and improved operational efficiency, the FAA has determined that this

NPRM is cost-beneficial.

Initial Regulatory Flexibility Determination

The Regulatory Flexibility Act of 1980 (RFA) was enacted by

Congress to ensure that small entities are not unnecessarily and

disproportionately burdened by Federal regulations. The RFA requires a

Regulatory Flexibility Analysis if a NPRM would have ``a significant

economic impact on a substantial number of small entities.'' FAA Order

2100.14A outlines the FAA's procedures and criteria for implementing

the RFA. Small entities are independently owned and operated small

businesses and small not-for-profit organizations. A substantial number

of small entities is defined as a number that is 11 or more and which

is more than one-third of the small entities subject to this NPRM.

For the purpose of this evaluation, the small entities that would

be potentially affected by this NPRM are defined as unscheduled air

taxi operators for hire owning nine or fewer aircraft, and flight

schools operating in the vicinity of the PHX Class B airspace area.

Only those unscheduled aircraft operators without the capability to

operate under IFR conditions would be potentially impacted by this

NPRM. The FAA has determined that all unscheduled air taxi operators

are already equipped to operate under IFR conditions. These operators

regularly fly into airports where radar approach control services have

been established such as the PHX Class B airspace area. The FAA

anticipates that flight training schools in the Phoenix area would

continue to operate below the floor of the modified Class B airspace

area without any difficulty. Thus, the FAA does not anticipate any

adverse impacts to occur as a result of the modified Class B airspace

area.

The FAA has determined that this NPRM would not result in a

significant economic impact on a substantial number of small entities.

Therefore, a regulatory flexibility analysis is not required under the

terms of the RFA.

International Trade Impact Assessment

This NPRM would not have international trade ramifications because

it is a domestic airspace matter that would not impose additional costs

or requirements on affected entities. The modification of Class B

airspace area would affect only U.S. terminal airspace operating

procedures at and in the vicinity of Phoenix, AZ. This NPRM would not

impose costs on aircraft operators or aircraft manufacturers in the

United States or foreign countries.

Unfunded Mandate Assessment

Title II of the Unfunded Mandates Reform Act of 1995 (the Act),

enacted as Public Law 104-4 on March 22, 1995, requires each Federal

agency, to the extent possible, permitted by law, to prepare a written

assessment of the effects of any Federal mandate in a proposed or final

agency rule that may result in the expenditure of $100 million or more

adjusted annually for inflation in any one year by State, local, and

tribal governments, in the aggregate, or by the private sector. Section

204(a) of the ACT, 2 U.S.C. 1534(a), requires the Federal agency to

develop an effective process to permit timely input by elected officers

(or their designees) of State, local and tribal governments on a

proposed ``significant intergovernmental mandate.'' A ``significant

intergovernmental mandate'' under the Act is any provision in a Federal

agency regulation that would impose an enforceable duty upon State,

local, and tribal governments, in the aggregate,(of $100 million

adjusted annually for inflation), in any one year. Section 203 of the

Act, 2 U.S.C. 1533, which supplements section 204(a), provides that

before establishing any regulatory requirements that might

significantly or uniquely affect small governments, the agency shall

have developed a plan that, among other things, provides notice to

potentially affected small governments, if any, and for a meaningful

and timely opportunity to provide input in the development of

regulatory proposals.

This NPRM does not contain any Federal intergovernmental or private

sector mandates. Therefore, the requirements of Title II of the

Unfunded Mandates Reform Act of 1995 do not apply.

List of Subjects in 14 CFR Part 71

Airspace, Incorporation by reference, Navigation (air).

The Proposed Amendment

In consideration of the foregoing, the Federal Aviation

Administration proposes to amend 14 CFR part 71 as follows:

PART 71--[AMENDED]

1. The authority citation for part 71 continues to read as follows:

Authority: 49 U.S.C. 106(g), 40103, 40113, 40120; E.O. 10854, 24

FR 9565, 3 CFR, 1959-1963 Comp., p. 389; 14 CFR 11.69.

Sec. 71.1 [Amended]

2. The incorporation by reference in 14 CFR 71.1 of the Federal

Aviation Administration Order 7400.9D, Airspace Designations and

Reporting Points, dated September 4, 1996, and effective September 16,

1996, is amended as follows:

Paragraph 3000 Subpart B-Class B Airspace

* * * * *

AWP AZ B Phoenix, AZ [Revised]

Phoenix Sky Harbor International Airport (Primary Airport)

(Lat. 33 deg.26'10'' N., long. 112 deg.00'34'' W.)

Phoenix VORTAC

(Lat. 33 deg.25'59'' N., long. 111 deg.58'13'' W.)

[[Page 5192]]

Boundaries

Area A. That airspace extending upward from the surface to and

including 10,000 feet MSL beginning at the intersection of 51st

Avenue and Camelback Road (lat. 33 deg.30'34'' N., long.

112 deg.10'08'' W.), extending east along Camelback Road to the

intersection of Camelback Road and Dobson Road (lat. 33 deg.30'07''

N., ong. 111 deg.52'26'' W.), thence south on Dobson Road to the

intersection of Dobson Road and Guadalupe Road (lat. 33 deg.21'49''

N., long. 111 deg.52'35'' W.), thence west on Guadalupe Road to the

intersection of Guadalupe Road and Interstate 10 (lat.

33 deg.21'50'' N., long. 111 deg.58'08'' W.), thence direct to lat.

33 deg.21'48'' N., long. 112 deg.06'30'' W., thence west on

Guadalupe Road to the intersection of Guadalupe Road and 51st Avenue

(lat. 33 deg.21'46'' N., long. 112 deg.10'09'' W.), thence north on

51st Avenue to the point of beginning.

Area B. That airspace extending upward from 3,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of 99th

Avenue and Camelback Road (lat. 33 deg.30'29'' N., long.

112 deg.16'22'' W.), thence east on Camelback Road to the

intersection of Camelback Road and 51st Avenue (lat. 33 deg.30'34''

N., long. 112 deg.10'08'' W.), thence south on 51st Avenue to the

intersection of 51st Avenue and Guadalupe Road (lat. 33 deg.21'46''

N., long. 112 deg.10'09'' W.), thence direct to lat. 33 deg.21'48''

N., long. 112 deg.06'30'' W., thence south direct to lat.

33 deg.18'18'' N., long. 112 deg.06'30'' W., thence west on Chandler

Boulevard to the intersection of Chandler Boulevard and the Gila

River (lat. 33 deg.18'18'' N., long. 112 deg.13'11'' W.), thence

northwest along the Gila River to the intersection of the Gila River

and 99th Avenue, (lat. 33 deg.22'38'' N., long. 112 deg.16'21'' W.),

thence north along the extension of 99th Avenue to the point of

beginning.

Area C. That airspace extending upward from 3,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of

Guadalupe Road and Interstate 10 (lat. 33 deg.21'50'' N., long.

111 deg.58'08'' W.), thence south on Interstate 10 to the

intersection of Interstate 10 and Chandler Boulevard (lat.

33 deg.18'19'' N., long. 111 deg.58'21'' W.), thence east on

Chandler Boulevard to the intersection of Gilbert Road and Chandler

Boulevard (lat. 33 deg.18'19'' N., long. 111 deg.47'22'' W.), thence

north on Gilbert Road to the intersection of Indian Bend Road (lat.

33 deg.32'20'' N., long. 111 deg.47'23'' W.), thence west on Indian

Bend Road to the intersection of Indian Bend Road and Pima/Price

Road (lat. 33 deg.32'18'' N., long. 111 deg.53'29'' W.), thence

south on Pima/Price Road to the intersection of Pima/Price Road and

Camelback Road (lat. 33 deg.30'07'' N, long. 111 deg.53'29'' W.),

thence east on Camelback Road to Dobson Road (lat. 33 deg.30'07'' N,

long. 111 deg.52'26'' W.), thence south on Dobson Road to the

intersection of Dobson Road and Guadalupe Road (lat. 33 deg.32'49''

N., long. 111 deg.52'35'' W.), thence west on Guadalupe Road to the

point of beginning.

Area D. That airspace extending upward from 4,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of

Cactus Road and the 20-mile arc of the Phoenix VORTAC (lat.

33 deg.35'35'' N., long. 111 deg.37'13'' W.), thence clockwise along

the 20-mile arc of the Phoenix VORTAC to the intersection of the 20-

mile arc of the Phoenix VORTAC and the Phoenix VORTAC 079 deg.

radial (lat. 33 deg.29'46'' N., long. 111 deg.34'44'' W.), thence

west along the Phoenix VORTAC 079 deg. radial to the intersection of

the Phoenix VORTAC 079 deg. radial and the 15-mile arc of the

Phoenix VORTAC (lat. 33 deg.28'50'' N., long. 111 deg.40'37'' W.),

thence south along the 15-mile arc of the Phoenix VORTAC to the

intersection of the Phoenix VORTAC 15-mile arc and the Phoenix

VORTAC 115 deg. radial (lat. 33 deg.19'37'' N., long.

111 deg.41'59''W.), thence southeast along the Phoenix VORTAC

115 deg. radial to the intersection of the Phoenix VORTAC 115 deg.

radial and the Phoenix VORTAC 20-mile arc (lat. 33 deg.17'29'' N.,

long. 111 deg.36'35'' W.), thence clockwise along the Phoenix VORTAC

20-mile arc to the intersection of the Phoenix VORTAC 20-mile arc

and Riggs Road (lat. 33 deg.12'58'' N., long. 111 deg.40'04'' W.),

thence west along Riggs Road to the intersection of the Gila River

and Valley Road (lat. 33 deg.13'10'' N., long. 112 deg.09'58'' W.),

thence northwest along the Gila River to the intersection of the

Gila River and Chandler Boulevard (lat. 33 deg.18'18'' N., long.

112 deg.12'03'' W.), thence east to lat. 33 deg.18'18'' N., long.

112 deg.06'30'' W., thence north to lat. 33 deg.21'48'' N., long.

112 deg.06'30'' W., thence east to the intersection of Guadalupe

Road and Interstate 10 (lat. 33 deg.21'50'' N., long.

111 deg.58'08'' W.), thence south on Interstate 10 to the

intersection of Interstate 10 and Chandler Boulevard (lat.

33 deg.18'19'' N., long. 111 deg.58'21'' W.), thence east along

Chandler Boulevard to the intersection of Chandler Boulevard and

Gilbert Road (lat. 33 deg.18'18'' N., long. 111 deg.47'22'' W.),

thence north along Gilbert Road to the intersection of Indian Bend

Road (lat. 33 deg.32'20'' N., long. 111 deg.47'23'' W.), thence west

along Indian Bend Road to the intersection of Pima/Price Road (lat.

33 deg.32'18'' N., long. 111 deg.53'29'' W.), thence south along

Pima/Price Road to the intersection of Pima/Price Road and Camelback

Road (lat. 33 deg.30'07'' N., long. 111 deg.53'29'' W.), thence west

along Camelback Road to the intersection of 99th Avenue (lat.

33 deg.30'29'' N., long. 112 deg.16'22'' W.), thence south on 99th

Avenue to the intersection of 99th Avenue and the Gila River (lat.

33 deg.19'55'' N., long. 112 deg.16'21'' W.), thence southeast along

the Gila River to the intersection of the Gila River and Chandler

Boulevard (lat. 33 deg.18'18'' N., long. 112 deg.12'03'' W.), thence

west along Chandler Boulevard to the intersection of an extension of

Chandler Boulevard and Litchfield Road (lat. 33 deg.18'18'' N.,

long. 112 deg.21'29'' W.), thence north along Litchfield Road to the

intersection of Litchfield Road and Camelback Road (lat.

33 deg.30'29'' N., long. 112 deg.21'29'' W.), thence east along

Camelback Road to lat. 33 deg.30'30'' N., long. 112 deg.19'23'' W.,

thence direct to lat. 33 deg.35'34'' N., long. 112 deg.13'55'' W.,

thence direct to lat. 33 deg.36'35' N., long. 112 deg.13'38'' W.,

thence east along Thunderbird Road and Cactus Road to the

intersection of Cactus Road and the 20-mile arc of the Phoenix

VORTAC.

Area E. That airspace extending upward from 6,000 feet MSL to

and including 10,000 feet MSL beginning at lat. 33 deg.41'41'' N.,

long. 112 deg.13'05'' W., beginning on the 20-mile arc of the

Phoenix VORTAC, thence clockwise along the 20-mile arc of the

Phoenix VORTAC to intersection of the Phoenix VORTAC 20-mile arc and

Cactus Road (lat. 33 deg.35'35'' N., long. 111 deg.37'13'' W.),

thence west on Cactus Road, to the intersection of Cactus Road and

Thunderbird Road (lat. 33 deg.36'35'' N., long. 112 deg.13'38'' W.),

thence direct to the point of beginning.

Area F. That airspace extending upward from 6,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of Riggs

Road and the 20-mile arc of the Phoenix VORTAC (lat. 33 deg.12'58''

N., long. 111 deg.40'04'' W.), thence clockwise along the 20-mile

arc of the Phoenix VORTAC to the intersection of the 20-mile arc of

the Phoenix VORTAC and Valley Road (lat. 33 deg.07'58'' N., long.

112 deg.08'40'' W.), thence north along Valley Road to the

intersection of Valley Road, Riggs Road and the Gila River (lat.

33 deg.13'10'' N., long. 112 deg.09'58''W.), thence east along Riggs

Road to the point of beginning.

Area G. That airspace extending upward from 6,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of the

25-mile arc of the Phoenix VORTAC and Camelback Road (lat.

33 deg.30'30'' N., long. 112 deg.27'37'' W.), thence east on

Camelback Road to the intersection of Camelback Road and Litchfield

Road (lat. 33 deg.30'29'' N., long. 112 deg.21'29'' W.), thence

south on Litchfield Road to the intersection of Litchfield Road and

Chandler Boulevard (lat. 33 deg.18'18'' N., long. 112 deg.21'29''

W.), thence west along Chandler Boulevard to the intersection of the

25-mile arc of the Phoenix VORTAC (lat. 33 deg.18'10'' N., long.

112 deg.26'34'' W.), thence clockwise along the 25-mile arc of the

Phoenix VORTAC to the point of beginning.

Area H. That airspace extending upward from 7,000 feet MSL to

and including 10,000 feet MSL beginning at a point at lat.

33 deg.46'13'' N., long. 112 deg.15'51'' W., on the 25-mile arc of

the Phoenix VORTAC, thence clockwise along the 25-mile arc of the

Phoenix VORTAC to the intersection of the 25-mile arc of the Phoenix

VORTAC and Interstate 17 (lat. 33 deg.49'30'' N., long.

112 deg.08'37'' W.), thence south along Interstate 17 to the

intersection of Interstate 17 and the 20-mile arc of the Phoenix

VORTAC (lat. 33 deg.44'31'' N., long. 112 deg.07'18'' W.), thence

counterclockwise along the 20-mile arc of the Phoenix VORTAC to lat.

33 deg.41'41'' N., long. 112 deg.13'05'' W., thence direct to the

point of beginning; and that airspace beginning at the intersection

of the 20-mile arc of the Phoenix VORTAC and the Phoenix VORTAC

005 deg. radial (lat. 33 deg.45'57'' N., long. 111 deg.56'07''' W.),

thence north along the Phoenix VORTAC 005 deg. radial to the

intersection of the Phoenix VORTAC 005o radial and the 25-mile arc

of the Phoenix VORTAC (lat. 33 deg.50'56'' N., long. 111 deg.55'36''

W.), thence clockwise along the 25-mile arc of the Phoenix VORTAC to

the intersection of the 25-mile arc of the Phoenix VORTAC and the

Phoenix VORTAC 025 deg. radial (lat. 33 deg.48'40'' N., long.

111 deg.45'32'' W.), thence southwest along the Phoenix VORTAC

025 deg. radial to the intersection of the Phoenix VORTAC 025 deg.

radial and the 20-mile arc of the Phoenix VORTAC (lat.

33 deg.44'08'' N., long. 111 deg.48'05'' W.), thence

counterclockwise along the 20-

[[Page 5193]]

mile arc of the Phoenix VORTAC to the point of beginning.

Area I. That airspace extending upward from 7,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of the

20-mile arc of the Phoenix VORTAC and the Phoenix VORTAC 115 deg.

radial (lat. 33 deg.17'29'' N., long. 111 deg.36'35'' W.), thence

southeast along the Phoenix VORTAC 115 deg. radial to the

intersection of the Phoenix VORTAC 115 deg. radial and the 25-mile

arc of the Phoenix VORTAC (lat. 33 deg.15'21'' N., long.

111 deg.31'12'' W.), thence clockwise along the 25-mile arc of the

Phoenix VORTAC to the intersection of the 25-mile arc of the Phoenix

VORTAC and the Phoenix VORTAC 168 deg. radial (lat. 33 deg.01'29''

N., long. 111 deg.57'02'' W.), thence north along the Phoenix VORTAC

168 deg. radial to the intersection of the Phoenix VORTAC 168 deg.

radial and the 20-mile arc of the Phoenix VORTAC (lat.

33 deg.06'23'' N., long. 111 deg.53'16'' W.), thence

counterclockwise along the 20-mile arc of the Phoenix VORTAC to the

point of beginning.

Area J. That airspace extending upward from 6,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of the

15-mile arc of the Phoenix VORTAC and the Phoenix VORTAC 079 deg.

radial (lat. 33 deg.28'50'' N., long. 111 deg.40'37'' W.), thence

northeast along the Phoenix VORTAC 079 deg. radial to the

intersection of the Phoenix VORTAC 079 deg. radial and the 20-mile

arc of the Phoenix VORTAC (lat. 33 deg.29'46'' N., long.

111 deg.34'44'' W.), thence clockwise along the 20-mile arc of the

Phoenix VORTAC to the intersection of the 20-mile arc of the Phoenix

VORTAC and the Phoenix VORTAC 115 deg. radial (lat. 33 deg.17'29''

N., long. 111 deg.36'35'' W.), thence northwest along the Phoenix

VORTAC 115 deg. radial to the intersection of the Phoenix VORTAC

115 deg. radial and the 15-mile arc of the Phoenix VORTAC (lat.

33 deg.19'37'' N., long. 111 deg.41'59'' W.), thence

counterclockwise along the 15-mile arc of the Phoenix VORTAC to the

point of beginning.

Area K. That airspace extending upward from 8,000 feet MSL to

and including 10,000 feet MSL beginning at the intersection of the

20-mile arc of the Phoenix VORTAC and the Phoenix VORTAC 025 deg.

radial (lat. 33 deg.44'08'' N., long. 111 deg.48'05'' W.), thence

northeast along the Phoenix VORTAC 025 deg. radial to the

intersection of the Phoenix VORTAC 025 deg. radial and the 25-mile

arc of the Phoenix VORTAC (lat. 33 deg.48'40'' N., long.

111 deg.45'32'' W.), thence clockwise along the 25-mile arc of the

Phoenix VORTAC to the intersection of the 25-mile arc of the Phoenix

VORTAC and the Phoenix VORTAC 115 deg. radial (lat. 33 deg.15'21''

N., long. 111 deg.31''12'' W.), thence northwest along the Phoenix

VORTAC 115 deg. radial to the intersection of the Phoenix VORTAC

115 deg. radial and the 20-mile arc of the Phoenix VORTAC (lat.

33 deg.17'29'' N., long. 111 deg.36'35'' W.), thence

counterclockwise along the 20-mile arc of the Phoenix VORTAC to the

point of beginning.

* * * * *

Issued in Washington, DC, on January 24, 1997.

Jeff Griffith,

Program Director for Air Traffic Airspace Management.

Note: This Appendix will not appear in the Code of Federal

Regulations.

Appendix--Phoenix Sky Harbor International Airport Class B Airspace

Area.

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[FR Doc. 97-2636 Filed 2-3-97; 8:45 am]

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